Manual Equipos Tecofrost

TecoFROST
Single/High Stage Models: 16S & 16L Booster Stage Models: 23MB & 23LB Operation & Maintenance Manual
February 2001
TECOGEN
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
S 1 2 3 4 A I
Safety
System Description
System Operation
Routine Service
Troubleshooting
Appendices A-P
Index
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.
TecoFROST
Forward Safety
1 2 3
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
Industrial Refrigeration Package

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

(rev03-01)
Safety-1
Safety
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.
Safety-2

(rev03-01)
Safety
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)
Safety-3
(rev03-01)
System Description
1. General Description
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 temperatureactuated 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. 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. 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: 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 opendrive 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 (R717) 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. 2.
3.
TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual

(rev03-01)
1-1
System Description
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. 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. Microprocessor Control Options - Various controller options are available and are discussed in Section 1.4.
5.
7.
1-2

(rev03-01)
System Description
Table 1.1 General Specifications - TF 16S, 16L, 23MB, 23LB
High Stage Model Full Load Rating (HP) 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] Maximum Heat Recovery & Rejection:
2
Booster 23MB 158 ! ! ! 23LB 158 ! ! !
16S 158 ! ! !
16L 158 ! ! !
13-28
13-28
13-28
13-28
Max. heat recovery rate (engine only)2 (MBH) Max. heat recovery rate (eng + exhaust)2 (MBH) Max. temperature (engine only)2 (oF) Max. temperature (eng + exhaust option)2 (oF) Recommended radiator pump flow rate (gpm) Electrical Requirements: Control panel voltage Pump voltage Frequency (Hz) Power requirement (KW) Service Starters for 3HP compressor oil pump 1.5 HP engine coolant pump customer supplied coolant boost pump Ambient Condition Requirements: Maximum temperature (oF) Combustion air required3 (SCFM) Ventilation air required (SCFM)
3
431 723 209 228 80
431 723 209 228 80
431 723 209 228 80
431 723 209 228 80
110/115 208-230/460 60 6
110/115 208230/460 60 6
110/115 208230/460 60 6
110/115 208230/460 60 6 3 Ph. 3 Wire ! ! !
3 Ph. 3 Wire 3 Ph. 3 Wire 3 Ph. 3 Wire
! ! !
! ! !
! ! !
115 275 3875
115 275 3875
115 275 3875
115 275 3875
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. TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)
1-3
1 1/2
C WATER INLET L 6 8 7/8 C SUCTION (R-717) L 6 11/16 8 1/16 (R-22) CANCHOR BOLT HOLE & L "SOC" CONNECTION
DISCHARGE
A C A C
1 5/8" ODS HEAT RECOVERY INLET (OPTIONAL)
1 5/8" ODS HEAT RECOVERY OUTLET (OPTIONAL)
DUMP HEAT EXCHANGER
7. RECOMMENDED UNIT ANCHORING ========================== (4) 3/4"-10 NC HEX HD. BOLTS 2 1/2" LG., FLAT WASHER & TAPPED CONCRETE INSERT, NOT FURNISHED BY FES. CARRY FOUNDATION DOWN TO FIRM BEARING, TOP SURFACE MUST BE SMOOTH AND LEVEL. FOUNDATION PADS MAY BE CAST ON EXISTING FLOOR IN GOOD CONDITION AND SHOULD BE PINNED. REFER TO INSTRUCTION MANUAL FOR ADDITIONAL DETAILS.
DUAL RELIEF VALVE SET @ 300 PSIG 1" FPT OUTLETS (R-717) 1 1/4" FPT OUTLETS (R-22) CONTROL PANEL 23 GAS INLET 1 1/4" FPT 6 3/16 3 9/16
System Description
8. EXPANSION TANK AND PRESSURE REDUCING VALVE ARE REQUIRED TO MAINTAIN ENGINE COOLANT MAKE-UP WATER PRESSURE OF 12 PSIG COLD AND 15 PSIG HOT.
COOLING WATER DRAIN
CANCHOR BOLT HOLE L
9. EXHAUST PIPING MUST BE PITCHED AWAY FROM ENGINE (1" PER 40' MINIMUM) AND AN ACTIVE DRAIN (DRIP LEG) MUST BE PROVIDED AT THE LOW POINT.
"M" BW ECONOMIZER SUCTION EXHAUST WYE CONNECTION MATES TO 4" 150# ANSI FLG.
C HEAT RECOVERY L
INLET/OUTLET (OPTIONAL)
2 REF.
1 5/8" ODS WATER INLET FROM EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL)
10. ALLOW FOR A 2.5' X 2.5' SPACE FOR ENGINE EXTENDED OIL SYSTEM 55 GALLON DRUM.
MAKE-UP WATER CONNECTION 1/2" FPT SEE NOTE 8
28 1/8
29 1/2
VIEW "A"-"A"
11.
STANDARD
12.
OPTIONAL
1 5/8" ODS WATER OUTLET TO EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL) 5 1/4
SUCTION STOP VALVE 5" BUTT WELD SEE NOTE 6 DISCHARGE STOP/CHECK VALVE 3" BUTT WELD SEE NOTE 6
"A"
R EADY ST AR TUP R UN SH UTD OW N AL ARM
R ESET STA RT STO P
TecoFROST
by FES / TECOG EN
DUAL RELIEF VALVE 1 1/4" GAS INLET

BATTERY
H OU RS
000000 0 00 0 0 0
H OU RS
80
87 APPROX. OVERALL PACKAGE HEIGHT
OIL FILTER
OIL PAN DRAIN
C 1 5/8" ODS L WATER INLET C 1 5/8" ODS L WATER OUTLET
67 9/16
40
35 1/2
DUAL OIL FILTER (OPTIONAL)

C ANCHOR BOLT HOLE L
13 15/16 REF 22 7/16
ELECTRICAL OUTLET FOR BULK OIL PUMP 2 TYP.
23 11/16
27 3/8
41 42 1/8 (R-717) 44 1/4 (R-22)
C 3/4" FPT "SOC" L

CONNECTION
SEE NOTE 3
4 8 37 1/4
36 REQ'D CLEARANCE TO SERVICE PACKAGE 36 REQ'D CLEARANCE TO SERVICE PACKAGE
1 1/2 13 1/2
13 1/2 27 30
(4) 1" DIA. BOLT HOLE SEE NOTE 7 45
6 8 1/4 52 1/4 APPROX. OVERALL WIDTH 55 5/8 OVERALL WIDTH W/ ECONOMIZER VALVE STATION
1 5/8" ODS HEAT RECOVERY INLET/OUTLET (OPTIONAL)
"A"
1 5/8" ODS WATER INLET FROM EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL)
102 APPROX. OVERALL LENGTH 108 1/4 OVERALL LENGTH W/ ECONOMIZER VALVE STATION
(rev03-01)
Figure 1.1 TecoFROST 16S and 16L General Arrangement
22 1/4
CDUMP HEAT EXCHANGER L
6. REMOVE VALVE BONNET/SEAT ASSEMBLY BEFORE WELDING VALVE TO SYSTEM PIPEWORK, TO AVOID DAMAGE TO VALVE SEAT.
C WATER OUTLET L 3
1-4
MODEL "M" 1 1/4 40# 16S 4,7000 lbs. R-717 REFRIG REFRIG REFRIG ADD FOR ECONOMIZER VALVE STATION APPROX. SHIPPING AND OPERATING WEIGHTS NOT INCLUDING OPTIONS
NOTES: ====== 1. SUCTION VALVE, DISCHARGE VALVE, RELIEF PIPING, NATURAL GAS PIPING, AND LIQUID PIPING MUST BE COMPLETELY SUPPORTED INDEPENDENTLY OF PACKAGE.
32 GAS ENGINE
16S R-22 2 55# 45# 65# 1 1/2 2 1/2 R-717 R-22 4,7000 lbs. 4,7000 lbs. 4,7000 lbs. 16L 16L
2. PROPER CLEARANCE MUST BE PROVIDED TO SERVICE PACKAGE COMPONENTS WITHOUT INTERFERENCE FROM PIPING, ELECTRICAL CONDUIT, ETC.
COMPRESSOR
3. A LEVEL FLOOR MOUNTING PAD MUST BE PROVIDED BY OTHERS, CAPABLE OF SUPPORTING THE OPERATING WEIGHT OF THE SCREW COMPRESSOR PACKAGE.
4. RELIEF LINE TO BE PIPED TO OUTSIDE ATMOSPHERE PER ANSI/ASHRAE 15-LATEST REVISION.
24 7/16 (R-717) 23 1/16 (R-22) 3 5/8 (R-717) 5 13/16 (R-22) ENGINE OIL COOLER
C SUCTION L
AIR PURGER (1/8" FPT AIR VENT CONNECTION)
39 7/8 21 1/2 12 7/8 19 5/8 9 1/2 WATER INLET WATER OUTLET "SOC" C DISCHARGE L GAS INLET 1 1/4" FPT
5. ALL DIMENSIONS INCLUDING THOSE ON FIELD CONNECTED NOZZLES ARE WITHIN 3/4" TOLERANCE. IT IS RECOMMENDED THAT FIELD PIPING ALLOW FOR SOME PLAY IN FITTING PACKAGE NOZZLES, ESPECIALLY IF FIELD PIPING IS STARTED BEFORE UNIT IS IN PLACE.
NOTES: ====== MODEL REFRIG "B" 101 1/4 87 3/4 75 7/8 87 3/4 75 7/8 6 4 6 4 "A" "C" "G" "D" "E" "F" "H" "J"
APPROX. SHIPPING & OPERATING WEIGHT LESS OPTIONS
C "SOC" L
C DISCHARGE L
4. RELIEF LINE TO BE PIPED TO OUTSIDE ATMOSPHERE PER ANSI/ASHRAE 15-LATEST REVISION.
C SEPARATOR L 25 5/8 22 3 1/4
3. A LEVEL FLOOR MOUNTING PAD MUST BE PROVIDED BY OTHERS, CAPABLE OF SUPPORTING THE OPERATING WEIGHT OF THE SCREW COMPRESSOR PACKAGE. CARRY FOUNDATION DOWN TO FIRM BEARING, TOP SURFACE MUST BE SMOOTH AND LEVEL. FOUNDATION PADS MAY BE CAST, AND PINNED, ON EXISTING FLOOR IN GOOD CONDITION. USE (4) 3/4"-10 NC HEX HD. BOLTS 2 1/2" LG. WITH FLAT WASHERS AND TAPPED CONCRETE INSERTS, NOT FURNISHED BY FES. REFER TO INSTRUCTION MANUAL FOR ADDITIONAL DETAILS.
AIR PURGER (1/8" FPT AIR VENT CONNECTION) GAS INLET 1 5/8" ODS WATER OUTLET TO EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL) DUAL RELIEF VALVE SET @ 250 PSIG for R-717 SET @ 300 PSIG for R-22 23M R-717 1" FPT OUTLETS 23L R-717 1 1/2" FPT OUTLETS 23M/L R-22 1 1/4" FPT OUTLETS
5. ALL DIMENSIONS INCLUDING THOSE ON FIELD CONNECTED NOZZLES ARE WITHIN 3/4" TOLERANCE. IT IS RECOMMENDED THAT FIELD PIPING ALLOW FOR SOME PLAY IN FITTING PACKAGE NOZZLES, ESPECIALLY IF FIELD PIPING IS STARTED BEFORE UNIT IS IN PLACE.
6. REMOVE VALVE BONNET/SEAT ASSEMBLY BEFORE WELDING VALVE TO SYSTEM PIPEWORK, TO AVOID DAMAGE TO VALVE SEAT.
7. EXPANSION TANK AND PRESSURE REDUCING VALVE ARE REQUIRED TO MAINTAIN ENGINE COOLANT MAKE-UP WATER PRESSURE OF 12 PSIG COLD AND 15 PSIG HOT.
"G" "H" "J" C SUCTION L C ANCHOR BOLT HOLE L
READY STARTUP RUN SHU T O N DW ALARM
108
RE S T E START
OIL FILTER
HOUR S
0 000 0 0
84 1/4
"C"
HOUR S
000 00 0
100 "B"
FES
STOP
DISCHARGE CHECK VALVE C "SOC" VALVES L 3/4" FPT
46 1/4
43 1/2
2 TYP. ELECTRICAL OUTLET FOR BULK OIL PUMP 6
SEE NOTE 3
3 13/16 COOLING WATER DRAIN CANCHOR BOLT HOLE L 6 12
18 REQUIRED CLEARANCE TO SERVICE PACKAGE
(4) 1" DIA. BOLT HOLE
C ANCHOR BOLT HOLE L 75

68 3/4 173 OVERALL LENGTH
1 1/2 9 7/8
20 1/2 41 44 68 1/4 OVERALL WIDTH
System Description
Figure 1.2 TecoFROST 23MB and 23LB General Arrangement
26 3/4
1 5/8" ODS HEAT RECOVERY OUTLET (OPTIONAL)
30
36
45 1/2
(OPTIONAL)
57 3/4" (R-22) 55 7/8" (R-717)

1 5/8" ODS HEAT RECOVERY INLET
"D"
"A"

98 83 3/4 81 5/8 13 1 (23L) C ANCHOR BOLT HOLE L 54 3/8 (R-22) 53 5/8 (R-717) 46 1/2
23L 23L 23M 23M R-22 R-717 R-22 R-717 109 3/4 108 1/4 109 3/4 108 1/4 10 8 10 8 63 59 1/2 63 59 1/2 10 1/8 6 7/8 10 1/8 6 7/8 10,700 lbs. 10,915 lbs. 10,400 lbs. 10,615 lbs. 9/16 2 1/2 9/16 2 1/2 2 15/16 3 3/4 2 15/16 3 3/4
ADD FOR STOP VALVES
11.
OPTIONAL.
1 5/8" ODS WATER OUTLET TO EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL)
C SUCTION L
(rev03-01)
1 5/8" ODS WATER INLET 44 FROM EXHAUST HEAT RECOVERY 39 HEAT EXCHANGER (OPTIONAL) 1 5/8" ODS HEAT RECOVERY INLET/OUTLET (OPTIONAL) 2 1/8 (23M) C SUCTION L CSUCTION L C DISCHARGE L BATTERY
23L/R-22 23L/R-717 23M/R-22 23M/R-717 451# 192# 451# 192#
1. SUCTION VALVE & STRAINER, DISCHARGE VALVE, NATURAL GAS PIPING, RELIEF PIPING & LIQUID PIPING MUST BE COMPLETELY SUPPORTED INDEPENDENTLY OF PACKAGE. COMPRESSOR MATING FLANGES MUST BE IN EXACT ALIGNMENT WITH FACES CONCENTRIC & PARALLEL WHEN ALL CAP SCREWS ARE REMOVED. IF NOT, SERIOUS MECHANICAL DISTORTION MAY OCCUR TO THE COMPRESSOR CASING WITH RESULTING DAMAGE TO THE BEARINGS, SEALS, ETC.
2. PROPER CLEARANCE MUST BE PROVIDED, AS SHOWN, TO SERVICE PACKAGE COMPONENTS WITHOUT INTERFERENCE FROM PIPING, ELECTRICAL CONDUIT, ETC.
1 5/8" ODS WATER OUTLET 1 5/8" ODS WATER INLET
20 (R-22) 20 1/8 (R-717)
5 (R-22) 3 5/8 (R-717)
8. EXHAUST PIPING MUST BE PITCHED AWAY FROM ENGINE (1" PER 40' MINIMUM) AND AN ACTIVE DRAIN (DRIP LEG) MUST BE PROVIDED AT THE LOW POINT.
GAS INLET 1 1/4" FPT EXHAUST WYE CONNECTION MATES TO 4" 150# ANSI FLG. C ANCHOR BOLT HOLE L SUCTION STRAINER 35 1/2
96 3/8 83 3/4
SUCTION CHECK VALVE SUCTION STOP VALVE "E" BUTT WELD SEE NOTE 6
9. ALLOW FOR A 2.5' X 2.5' SPACE FOR ENGINE EXTENDED OIL SYSTEM 55 GALLON DRUM.
10.
STANDARD.
GAS INLET 1 1/4" FPT (PROPANE OPTION)
DISCHARGE STOP VALVE "F" BUTT WELD SEE NOTE 6
WATER INLET
WATER OUTLET
MAKE-UP WATER CONNECTION 1/2" FPT SEE NOTE 7
1 5/8" ODS WATER INLET FROM EXHAUST HEAT RECOVERY HEAT EXCHANGER (OPTIONAL) DUAL RELIEF VALVES
1-5
System Description
Suction Strainer Engine Control Cabinet
Coupling Guard
Compressor TSN2 Oil Separator TSN3 Oil Heater Primary Side Sight Glass Check Valve 1FS Coolant Pump Secondary Side Sight Glass Compressor Oil Filter
Pressure Transducers
Figure 1.3a TecoFROST 16S/L Front View
Fuel Solenoid Valves (2) Discharge Stop/Check Valve Oil Separator Dual Relief Valves
Fuel Pressure Regulator
TSN0 Suction
Compressor Discharge
SOC Vapor Inlet TSN1
Inlet from & Outlet to Radiator or Cooling Tower
Dump Heat Exchanger
SOC Liquid Inlet Engine Oil CoolerCooler
Compressor Oil Pump
Figure 1.3b TecoFROST 16S/L Rear View (SOC Oil Cooling Shown)
1-6

(rev03-01)
System Description
1
Fuel Solenoid Valves Strainer Inlet Compressor Engine Oil Cooler Engine Coolant Pump Discharge
Pressure Transducers Oil Filter Compressor Oil Strainer Oil Separator Full Time Compressor Oil Pump
Figure 1.4 TecoFROST 23 MB/LB Booster Front View

(rev03-01)
1-7
System Description
Condenser
Single Stage Compressor Package
1
Evaporator Figure 1.5a Single Stage Compression System Condenser
High-temperature evaporator
High-stage compressor package Flash tank and intercooler
Low-temperature evaporator Booster compressor package Figure 1.5b Example of a Two-stage Compression System (with two temperature levels of refrigeration)
1-8

(rev03-01)
System Description
V28 V26 V27 V23 LIQUID INJECTION COMPRESSOR COOLING INLET V24 Angle Valve V22 INLET
LEGEND
SYMBOL DESCRIPTION
V29
V30
Relief Valve
NC V10 C2 V25 C7 (RED)

See Note 2 STRAINER
V9
TecoFROST
Check Valve
(RED)
See Note 2
Needle Valve Control Panel
C1
V2
V1 PSN0 PSN1 PSN2 PSN3 Metering Valve V16 V4 V21 Pressure Regulating Valve Ball Valve Solenoid Valve OPTIONAL ECONOMIZER SUCTION
TSN0 C3 See note 3 C5 D1 V34 V11
COMPRESSOR C16 C15 C6 C8
Thermal Expansion Valve
C4 V40 V41 V39
V38
V37
Strainer Temperature Probe
V36
V32 LOAD
V33 UNLOAD
Pressure Regulator with Solenoid Valve Float Switch
V31 Sight Glass Refrigerant Lines Oil Lines Optional Equipment Combination Valves 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.
V3 TSN1
DISCHARGE
V5 Oil Fill V6 V7
V43 V8 V44 V42 Preset at 65 psid
OIL SEPARATOR
TSN2 OPTIONAL 2nd OIL FILTER V19
V12 V13
Heater 1FS
TSN3
V35
NC
V20
V18
V15
V17
OIL FILTER V14
OIL PUMP
Figure 1.6a P&ID TecoFROST 16S/16L with Liquid Injection Oil Cooling (SOC)

(rev03-01)
1-9
System Description
INLET
LEGEND
SYMBOL
TecoFROST
NC V10 C2
STRAINER
V9 (RED)
See Note 2
DESCRIPTION
Angle Valve Control Panel
C1
W
V16 Preset at 65 psid 2nd V15
1
C16 V41
V2
Relief Valve
V1 PSN0 PSN1 PSN2 PSN3 Check Valve
C7 TSN0 C3 V34 C5 D1 COMPRESSOR OPTIONAL ECONOMIZER SUCTION C8 V11 V4 V21
Needle Valve
Metering Valve
C15
C6
Pressure Regulating Valve
Ball Valve C4 V40 V38 V37 Solenoid Valve
V39 V36 V32 LOAD V33 UNLOAD
Thermal Expansion Valve
Strainer Temperature Probe
V31
V3 TSN1 Oil Fill V6 V7
DISCHARGE
Pressure Regulator with Solenoid Valve Float Switch Sight Glass Refrigerant Lines V42 Oil Lines Optional Equipment Combination Valves 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 5. Recommended oil cooler water piping. Valves and fittings supplied by others.
V43 V8 V44
OIL SEPARATOR
TSN2
OPTIONAL OIL FILTER V19
Heater V12 V13 V17 1FS
TSN3
V35 V20
NC
V18
OIL FILTER
Water In V14 T1
Water Out W T1
Water Cooled Oil Cooler W See note 5. V48 OIL PUMP V47 B A C V45 V46
Figure 1.6b P&ID TecoFROST 16S/16L with Water Cooled Oil Cooling (WCOC)
1-10

(rev03-01)
System Description
INLET
LEGEND
SYMBOL DESCRIPTION
NC V10 C2
STRAINER
V9
TecoFROST
(RED)
Angle Valve
W
Control Panel V1 PSN0 PSN1 PSN2 PSN3
See Note 2
C1
Relief Valve
V2
Check Valve V16
C7 TSN0 C3 V34 C5 D1 COMPRESSOR C16 C15 C6 C8 OPTIONAL ECONOMIZER SUCTION Pressure Regulating Valve Metering Valve V11 V4 V21 Needle Valve
Ball Valve Solenoid Valve
C4 V40 V41 V39
V38
V37
Thermal Expansion Valve V36 V32 LOAD V33 UNLOAD Strainer Temperature Probe
V31
V43 V3 TSN1 Oil Fill V6 V7 DISCHARGE V44 V42 Preset at 65 psid
Pressure Regulator with Solenoid Valve Float Switch Sight Glass Refrigerant Lines Oil Lines Optional Equipment
TSN2 V8
OPTIONAL 2nd OIL FILTER V19
OIL SEPARATOR V20 V18 V15
Combination Valves 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
Heater V12 V17 V13 1FS
TSN3
V35
NC
OIL FILTER
Liquid/Vapor Outlet V51 N Liquid Inlet
V14
Thermosiphon Oil Cooler V53 In Line Strainer (Between V50 Flanges) A C
V52 B V49 OIL PUMP
THERMOSIPHON ARRANGEMENT
Figure 1.6c P&ID TecoFROST 16S/16L with Thermosiphon Oil Cooling (TSOC)

(rev03-01)
1-11
System Description
1.2 Refrigeration System
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.
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.
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.
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.
1-12

(rev03-01)
System Description
Engine Discharge Gas Primary Stage Separation Secondary Stage Manway Oil Fill Oil Level Oil Heater To Oil Pump
Coalescer Elements
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).

(rev03-01)
1-13
System Description
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. 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.
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 shutoff 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
1-14

(rev03-01)
System Description
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 (130F for ammonia and 140F 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 Separators discharge line via an
P1 P2 PSpring P2 = constant
BULB
Figure 1.8 Thermal Expansion Valve with External Equalizer

(rev03-01)
1-15
System Description
NC V44 S NC SUCTION V11 "SOC" LIQUID INJECTION INLET V12 (RED) V43 V42 BOOSTER OUTLET PRESSURE REGULATOR HOT GAS SOLENOID V41 V40
LEGEND
SYMBOL DESCRIPTION Angle Valve
W
D V25 V24 V23 OIL HEADER TSN2 V28 V29
Relief Valve
Check Valve V2 V38 SUCTION STRAINER V10 NC V9 TSN0 NC HIGH STAGE DISCHARGE C19 SEE NOTE 1 V37 V39 V36 V35 TO CONDENSER Metering Valve
Needle Valve
V1 V45
V34
C6 C7
COMPRESSOR
Pressure Regulating Valve Ball Valve Solenoid Valve
C4
C3 C15 C16 C10 C11 C12 C22 C8 C9
Thermal Expansion Valve TSN1 DISCHARGE Strainer V4 OIL FILL DUAL RELIEF VALVES V3
W W
V32 V31 V30
Temperature Probe Sight Glass Refrigerant Lines Oil Lines Optional Equipment
UNLOAD/LOAD SOLENOID
V6
NC
V7
V8
OIL SEPARATOR See Note
Combination Valves 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. V26 Shutoff valve and hot gas solenoid valve are located below control panel. 2. Oil separator shown in reversed orientation for schematic clarity.
TSN3 Heater V17
Heater V14 NC
V33
DIFFERENTIAL PRESSURE REGULATOR

TecoFROST
V16 Control Panel PSN0 PSN1 PSN2 PSN3 V13 V5 V27 O V21 IO
OIL STRAINER
OIL FILTER
V22 V19 NC V20
OIL PUMP
V15
V18
IO
Figure 1.9a P&ID TecoFROST 23MB/LB with Liquid Injection Oil Cooling (SOC)
1-16

(rev03-01)
System Description
S SUCTION NC V11 V12 (RED) Liquid/Vapor Outlet N Hydrostatic Relief Valve Liquid Inlet
LEGEND
SYMBOL DESCRIPTION Angle Valve
V2 V1 SUCTION STRAINER V10 NC V34

C6 C7
Thermosiphon Oil Cooler
Relief Valve
Check Valve B C A V9 TSN0 NC In Line Strainer (Between Flanges)
Needle Valve
COMPRESSOR C19
THERMOSIPHON ARRANGEMENT
Metering Valve
C4
Pressure Regulating Valve Ball Valve Solenoid Valve V4 DUAL RELIEF VALVES V3
C3 C15 C16 C10 C11 C12 C22 C8 C9
DISCHARGE
TSN1 V32 V31 V30 OIL FILL V6 UNLOAD/LOAD SOLENOID NC V7
Thermal Expansion Valve V25 Strainer D
V8
Temperature Probe Sight Glass
OIL SEPARATOR See Note
Refrigerant Lines Oil Lines Heater V14 NC V33 V24 Optional Equipment Combination Valves NOTES: 1. Oil separator shown in reversed orientation for schematic clarity. V26 2. Recommended oil cooler water piping. Valves and fittings OIL supplied by others. HEADER OIL FILTER
TSN3 Heater
DIFFERENTIAL PRESSURE REGULATOR
V17 V23 OIL STRAINER V15 V19 NC V20 V18
V16
TecoFROST
Control Panel PSN0 PSN1 PSN2 PSN3 V13 S D V5 O V27 V21 IO
W
OIL PUMP
V22 TSN2
V29
Water In
T1 T1
Water Out
V28
Water Cooled Oil Cooler

(SEE NOTE 2)
IO
V51 B A V53
C V50
V52
Figure 1.9b P&ID TecoFROST 23MB/LB with External Oil Cooling (WCOC or TSOC)

(rev03-01)
1-17
System Description
angle valve (V5). The pressure regulators 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 turn open. Should the discharge pressure fall below the pressure regulators 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 -30F/-34C) 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.
1-18

(rev03-01)
System Description
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.
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 twostage 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.
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).
Primary Stage Separation
Suction Strainer
Engine Oil Charge
Discharge Secondary Stage Separation
Oil Level
Oil Heaters To Oil Pump
Coalescer Elements
Manway
Figure 1.10 TecoFROST 23MB & 23LB Booster Series Oil Separator Schematic
(rev03-01)
1-19
System Description
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 Separators 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
1-20

(rev03-01)
System Description
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." The oil then flows into port C16 of compressor and moves the slide valve in direction away from the discharge (towards rear). This action blocks the opening in housing, thereby loading the compressor. the the the the 4. 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%. 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. 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.
2.
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
5.
SLIDE VALVE LOAD/UNLOAD SYSTEM

LOAD SOLENOID UNLOAD METERING VALVE T B LOAD METERING VALVE
LOADING
C15 SLIDE VALVE POSITION
C16
HIGH PRESSURE
C22 UNLOAD SOLENOID UNLOAD METERING VALVE T B LOAD METERING VALVE
COMPRESSOR
UNLOADING
C15 SLIDE VALVE POSITION
C16
HIGH PRESSURE
C22
COMPRESSOR
Figure 1.11 TecoFROST H-E Booster Series Slide Valve

(rev03-01)
1-21
System Description
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. 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 (130F for ammonia and 140F 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 regulators 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 turn open.
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
1-22

(rev03-01)
System Description
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.

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1-23
System Description
1.3 Engine Drive and Related Systems
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 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. 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.
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
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(rev03-01)
System Description
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)
1-25
1
TecoFROST
LEGEND SYMBOL DESCRIPTION

W Relief Valve Ball Valve
System Description
1-26
Control Panel TSN5
PSN5 PSN4
Engine Lube Oil Make-Up Pump Regulating Valve See Note #2 PSN4 Pump Strainer
T C
55 Gallon Oil Drum
PSN5 LS1 Oil pan LS2 Exhaust Manifold
Self-Contained Temp Control Valve HTS1 Engine Head Temp Limit Switch HTS2 Engine Head Temp Limit Switch LS1 Float Switch Low Engine Oil Level LS2 Float Switch High Engine Oil Level MS Magnetic Speed PickUp Sensor
Exhaust Wye
Oil Filter
Relief TSN4 Mixer Engine Oil Cooler HT S1 Engine Water Pump 30 GPM (14 SOL) Exhaust Manifold S (15 SOL) S Gas to Engine See Note #1 HT S2
Exhaust
Catalytic Converter (Optional) MS
TC2
PSN4 PSN5 TSN6 TSN4 TSN5
Engine Coolant Water Pressure Sensor Engine Oil Dump HX Out Temperature Sensor Engine Coolant Temperature Sensor Engine Oil Temperature Sensor
Expansion Joint
TC1
Water Cooled Dump Heat Exchanger
From Customer Cooling Tower Or Radiator To Customer Cooling Tower Or Radiator TSN6 Air Vent TC
TC1 TC2
Catalyst Outlet Thermocouple Catalyst Outlet Thermocouple Field Piping By Others Water/ Engine Coolant
C A B
TC
A
180 F
Air Purger
Engine Exhaust
S i l e n c e r
B
See Note #3
Natural Gas Expansion Tank Pressure Reducing Valve Set @ 12 - 15 PSI Engine Oil
Exhaust Heat Exchanger (Optional) To Customer Heat Recovery (Optional)
From Customer Heat Recovery (Optional)
NC Drain Water Make-Up
Water Supply
(rev03-01)
Figure 1.12 Engine Piping and Instrumentation Diagram
NOTES: 1. Gas pressure requirement; 13 to 26 inches of water. 2. See piping schematic for compressor transducer (1TD, 2TD, 3TD & 4TD). 3. Bypass line is required if customer heat recovery is not used, or unavailable
System Description
Pressure Regulator with Inlet/Outlet Taps
1
Balance line Mixer Exhaust Manifold
Gas Shut Off Valves (2) TSN5
TSN4 Engine Oil Cooler
HTS1 & HTS2
Figure 1.13
Front View of Engine

(rev03-01)
1-27
System Description
Legend
1 4 5 7 8 22 24 27 30 32 40 41 EXHAUST MANIFOLD STUD, EXHAUST MANIFOLD GASKET, EXHAUST MANIFOLD BOLT, EXHAUST MANIFOLD NUT, EXHAUST MANIFOLD GASKET, INTAKE MANIFOLD SEAL, INTAKE MANIFOLD BOLT, UPPER INTAKE MANIFOLD BOLT, VALVE ROCKER ARM COVER COVER, VALVE ROCKER ARM BOLT, VALVE ROCKER ARM BOLT, VALVE ROCKER ARM 42 46 47 255 256 257 258 259 260 309 400 VALVE, ROCKER ARM CYLINDER HEAD GASKET, CYLINDER HEAD ROTATOR, VALVE SPRING VALVE SPRING VALVE SEAL VALVE, EXHAUST VALVE, INTAKE GUIDE, PUSH-ROD GASKET, VALVE ROCKER ARM COVER SPLASH-SHIELD
Figure 1.14 Cylinder Head, Manifolds, and Components
1-28

(rev03-01)
System Description
Legend
10 11 12 43 44 74 75 76 90 91 93 100 101 102 PUMP, WATER GASKET, WATER PUMP BOLT, WATER PUMP PUSH-ROD VALVE, LIFTER ASSEMBLY GASKET, OIL PAN BOLT, OIL PAN OIL PAN GASKET, FRONT COVER COVER, ENGINE FRONT BOLT, FRONT COVER BOLT, CAMSHAFT SPROCKET SPROCKET, CAMSHAFT CHAIN, TIMING 146 176 198 202 207 209 210 224 352 353 354 355 368 369 SENSOR, OIL PRESSURE AND FUEL PLUG, EXPANSION ENGINE BLOCK SPROCKET, CRANKSHAFT BEARINGS, CAMSHAFT CAMSHAFT DRAIN PLUG, ENGINE COOLANT PLUG, OIL PRESSURE BOLT, CAMSHAFT RETAINER RETAINER, CAMSHAFT SENSOR, CRANKSHAFT POSITION RING, CRANKSHAFT RELUCTOR GUIDE, VALVE LIFTER RETAINER, VALVE LIFTER GUIDE
Figure 1.15 Cylinder Block and Components

(rev03-01)
1-29
System Description
Legend
77 110 130 131 132 133 134 136 159 176 178 179 BOLT, OIL PUMP FLYWHEEL CRANKSHAFT CRANKSHAFT REAR, SEAL MAIN BEARING CAP CRANKSHAFT REAR BEARING CAP, CRANKSHAFT BOLT, CRANKSHAFT BEARING CAP MAIN BEARING, CRANKSHAFT PIN, TRANSMISSION BELLHOUSING LOCATOR PLUG, EXPANSION SHAFT, OIL PUMP HEX DRIVE RETAINER, OIL PUMP HEX DRIVE 180 191 192 193 194 195 196 197 198 219 224 351 OIL PUMP PISTON RINGS PISTON BOLT, CONNECTING ROD CONNECTING ROD BEARING, CONNECTING ROD CAP, CONNECTING ROAD BEARING NUT, CONNECTING ROD CYLINDER BLOCK PISTON PIN PLUG, OIL PRESSURE BOLT, FLYWHEEL/CRANKSHAFT REAR OIL SEAL
Figure 1.16 Crankshaft and Components
1-30

(rev03-01)
System Description
Table 1.2 Engine Specifications TecoDrive 7400
General Data Type Displacem ent RPO (VIN Code) Bore Stroke Firing Order Com pression Ratio Maxim um RPM Spark Plugs Spark Advance (Natural Gas) Spark Advance (Propane) Air / Fuel Mixture Fuel Supply Pressure (Natural Gas or Propane) Recom m ended Lubrication Oil Oil Pressure (Minim um ) Cylinder Bore Diam eter Out of Round Production Taper Service Piston Clearance Piston Ring C O M P R S O I L Piston Pin Diam eter Clearance In Piston Fit in Rod
Note:
(1) (2) (3)
Spark Ignition, GaseousV8 7.4 L (454 Cu. In.) L29 4.25 4.00 1-8-4-3-6-5-7-2 9.2:1 3400 RPM (1) AC R42LTS - 0.40 Gap 32 BTDC @ 2000 RPM 28 BTDC @ 2000 RPM (2) 2% Excess Oxygen 14" -28" W .C. 20" W .C. (Recom m ended) (3) Exxon XD 3 Extra (Mineral Based) 10 psi /15 psi (600 RPM, 2000 RPM) 4.2500-4.2507 Production Service Thrust Side Relief Side 0.001 (Maxim um ) 0.002 (Maxim um ) 0.0005 (Maxim um ) 0.001 (Maxim um ) 0.001 (Maxim um ) 0.0030-0.0042 0.005 (Maxim um ) Top Second Service Lim it 0.0012-0.0029 0.0012-0.0029 0.0010 (Maxim um ) Top Second Service Lim it Production Service Lim it Production Service Lim it 0.010-0.018 0.0160-0.0240 (Maxim um ) 0.010 (Maxim um ) 0.0050-0.0065 0.010 (Maxim um ) 0.0100-0.0300 0.0100 0.9895-.9897 Production Service Lim it 0.0002-0.0007 0.0010 (Maxim um ) 0.0031-0.0021 Interference
Production Service Lim it Groove Production
Clearance Production Gap Groove Clearance Gap
All specifications in inches unless otherwise noted. Low emission engines use AC R42T. Low emission engines are 0% excess oxygen. Low emission engines must use a low ash oil.

(rev03-01)
1-31
System Description
Table 1.2 (Cont.) Engine Specifications TecoDrive 7400
C ra n k s h a ft #1 D ia m e te r #2, #3 #4, #5 P ro d u c tio n S e rv ic e L im it O ut of R ound M a in B e a rin g C le a ra n c e S e rv ic e L im it C ra n k s h a ft E n d P la y D ia m e te r Taper C ra n k p in O ut of R ound R o d B e a rin g C le a ra n c e C a m s h a ft Lobe L ift + /- 0 .0 0 2 V a lv e S y s te m L ifte r R o c k e r A rm R a tio V a lv e L a s h F a c e A n g le (In ta k e & E x h a u s t) S e a t A n g le (In ta k e & E x h a u s t) S e a t R u n o u t (In ta k e & E x h a u s t) S e a t W id th P ro d u c tio n S te m C le a ra n c e V a lv e S p rin g S e rv ic e F re e L e n g th P re s s u re lb s . @ in . In ta k e Exhaust N o te : A ll s p e c ific a tio n s in in c h e s u n le s s o th e rw is e n o te d . C lo s e d O pen In ta k e Exhaust In ta k e Exhaust In ta k e Exhaust In ta k e Exhaust H yd ra u lic , R o lle r F o llo w e rs 1 .7 0 :1 1 /2 T u rn D o w n fro m Z e ro L a s h 1 /2 T u rn D o w n fro m Z e ro L a s h 45 46 0 .0 0 2 (M a x im u m ) 0 .0 3 0 0 -0 .0 6 0 0 0 .0 6 0 0 -0 .0 9 5 0 .0 0 1 0 -0 .0 0 2 9 0 .0 0 1 2 -0 .0 0 3 1 0 .0 0 3 7 (M a x im u m ) 0 .0 0 4 9 (M a x im u m ) 2 .1 2 7 1 -7 9 lb s . @ 1 .8 3 8 0 in . 2 3 8 -2 6 2 lb s . @ 1 .3 4 7 0 in . 1 .8 3 8 0 1 .8 3 8 0 In ta k e Exhaust J o u rn a l D ia m e te r 0 .2 8 2 1 0 .2 8 4 3 1 .9 4 7 7 -1 .9 4 9 7 P ro d u c tio n S e rv ic e L im it P ro d u c tio n S e rv ic e L im it P ro d u c tio n S e rv ic e L im it R o d S id e C le a ra n c e P ro d u c tio n P ro d u c tio n S e rv ic e L im it #1 #2, #3, #4 #5 #1 #2, #3, #4 #5 2 .7 4 8 2 -2 .7 4 8 9 2 .7 4 8 2 -2 .7 4 8 9 2 .7 4 8 2 -2 .7 4 8 9 0 .0 0 0 4 (M a x im u m ) 0 .0 0 1 0 (M a x im u m ) 0 .0 0 0 4 (M a x im u m ) 0 .0 0 1 0 (M a x im u m ) 0 .0 0 1 7 -0 .0 0 3 0 0 .0 0 1 1 -0 .0 0 2 4 0 .0 0 2 5 -0 .0 0 3 8 0 .0 0 1 0 -0 .0 0 3 0 0 .0 0 1 0 -0 .0 0 3 0 0 .0 0 2 5 -0 .0 0 4 0 0 .0 0 5 0 -0 .0 1 1 0 2 .1 9 9 0 -2 .1 9 9 6 0 .0 0 0 5 (M a x im u m ) 0 .0 0 1 0 (M a x im u m ) 0 .0 0 0 5 (M a x im u m ) 0 .0 0 1 0 (M a x im u m ) 0 .0 0 1 1 -0 .0 0 2 9 0 .0 0 1 0 (M a x im u m ) 0 .0 0 1 3 -0 .0 2 3 0
M a in J o u rn a l
Taper
In s ta lle d H e ig h t + /- 0 .0 3 1 2
1-32

(rev03-01)
System Description
Table 1.3 Engine Torque Specifications ITEM Camshaft Retainer Bolts Camshaft Sprocket Bolt Connecting Rod Nut Coolant Temperature Sensor Crankshaft Balancer Bolt Crankshaft Bearing Cap Bolt Cylinder Head Bolt (In Sequence) Distributor Clamp Bolt Engine Block Drain Plug Engine Block Oil Gallery Plug Engine Front Cover Bolt Exhaust Manifold Bolt Exhaust Manifold Stud Exhaust Manifold Nut Engine Flywheel Bolt Engine Flywheel Housing Bolt Fuel Pump/Oil Pressure Switch Intake Manifold Bolt (In Sequence) Upper Lower Oil Pan Bolt Oil Pan Drain Plug Oil Pump Bolt-to-Rear Crankshaft Bearing Cap Oil Pump Cover Bolt Spark Plug New Cylinder Head Subsequent Installations Valve Lifter Guide Retainer Bolt Valve Rocker Arm Cover Bolt Valve Rocker Arm Bolt Water Pump Bolt and Stud Ft.Lbs. 10 21 45 15 110 100 85 30 15 15 106 40 22 22 67 30 22 30 30 17 21 67 108 22 15 20 72 45 30 In.Lbs. N.m 14 29 61 20 149 135 115 40 20 20 12 54 30 30 90 40 30 40 40 22 28 90 12 30 20 26 8 61 40

(rev03-01)
1-33
System Description
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. 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.
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.
A. To Oil Cooler B. From Oil Cooler C. From Oil Pump D. Camshaft A.To Oil Cooler Bearings B.From Oil Lifters E. Valve Cooler C.From Filter F. Oil Oil Pump D.Camshaft Bearings G. Oil Cooler Diverter (plug) E.Valve Lifters H. Main Beraings F.Oil Filter I. Oil Cooler Bypass G.Oil Cooler Diverter (plug) J. Oil Filter Bypass Valve H.Main Bearings
I. Oil Cooler Bypass J.Oil Filter Bypass Valve
Figure 1.17 Engine Lubrication Diagram (Internal)
1-34

(rev03-01)
System Description
Figure 1.18 Engine Lubrication Diagram (Internal)
B A
Relief
ENGINE OIL PUMP
Oil Cooler
OIL MAKE-UP PUMP
SUMP ACCESS COVER (ADD/REMOVE OIL)
ENGINE OIL SUMP 55 GAL.
Figure 1.19 Engine Lube Oil Reservoir and Components 1.3.3 Fuel System
The fuel supply system consists of two fuel gas shutoff 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). 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
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
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)
1-35
System Description
Balance Line
Diaphragm Diaphram
Air Filter
Carburetor Carburator
Fuel Supply
Pa
Pg
As air filter restriction is increased, the corresponding pressure Pa decreases. With the balance line, the gas regulator reduces Pg relative to Pa maintaining a constant air/fuel ratio.
Figure 1.20 Standard Balance Line Configuration
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
Figure 1.21 Fuel Pressure Regulation - Natural Gas vs. Propane

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.
1-36

(rev03-01)
System Description
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.
Figure 1.22 Engine PCV Valve
1. Air Cleaner 2. Valve Hose 3. Valve 4. Crankcase Vent Hose
Figure 1.23 Crankcase Ventilation Flow Diagram

(rev03-01)
1-37
System Description
1.3.5 Cranking Battery
SPECIFICATIONS Volts 12 Cold Cranking Amperes - Rating at -18C 525 Reserve Capacity (minutes at 25 amps) 90 Load Test Amperes 260 The "cold cranking ampere" (CCA) test measures the amperage delivered by the battery at -18C (0F) for 30 seconds. The sealed battery has a special temperaturecompensated 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.
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.
B uilt-in H ydrom eter
Figure 1.24 Engine Battery (Sealed Type)
Important
Keep the battery in an upright position to prevent electrolyte leakage. Tipping the battery beyond a 45 angle in any direction can allow a small amount of electrolyte to leak out the vent hole. Do not exceed this 45 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 27C (80F), being discharged at a constant current of 25 amps, to reach a terminal voltage of 10.5 volts.
3
1. Green Dot 2. Dark 3. Clear A. 65% or Above State of Charge B. Below 65% State of Charge C. Low Level Electrolyte
Figure 1.25 Built-in Hydrometer (Engine Battery)
1-38

(rev03-01)
System Description
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.
9 8 7 6
13 10 11 12 R3-4 R3-3
R3 Starter Relay 1. Battery 2. Starter Motor 3. Shift Collar 4. Pinion Compression Ring
5. Clutch 6. Flywheel 7. Pinion 8. Shift Lever 9. Plunger
10. Hold-in Coil 11. Pull-in Coil 12. Solenoid 13. Solenoid Switch Contacts
Figure 1.26 Engine Cranking Circuit
12. Shift Lever 13. Plunger 13. Solenoid 16. Overunning Clutch 22. Armature 37. Pinion Stop 48. Reduction Gear Assembly
Figure 1.27 Engine Starter Motor (28-MT)

(rev03-01)
1-39
System Description
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 relays 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 boards 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 relays coil through its internal switch. Other safety switches are wired in series with the Interface Boards 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.
View A Note Recommended #1 Spark Terminal
E D
Figure 1.28a Engine Ignition System - Distributor and Coil

1-40 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)
System Description
Coil
purple
Control Panel
Sense
3 1 R2
Battery
Primary
Low Voltage Connector Coil - Distributor white Pink a
Secondary
b
A
b High Voltage Connector Coil - Distributor a b
Not Used
C B
a gray (not used) Microprocessor Relay OPM-5
red
Interface Board
R2 Coil
Spark Plug Wire (1 of 8)
F
Legend - Connectors A. Tach and Coil Terminal B. Battery Terminal Legend - Connectors C. Coil Secondary Terminal (Hi A. Tach and Coil Terminal Voltage) B. Battery Terminal D. Ignition Coil Connector C. Coil Secondary Terminal E.(Hi Voltage) Four Terminal Connector D. Ignition Coil Connector (not used with units equipped Terminals with magnetic speed sensors) E. Four Terminal Connector Four with units equipped (not used Terminal Connector 5a with magnetic speed sensors) and 5b used for speed sense Four Terminal Connector. to microprocessor. 5a and 5b used for speed sense F. Distributor Secondary Terminal to microprocessor. F. Distributor Secondary Terminal (Hi Voltage)
(Hi Voltage)
Pick-up Coil Module Connector
Distributor
Legend - Devices Legend - Devices 10. Rotor 10. Rotor 11. Pick-up Coil 11. Pick-up Core Coil 12. Timer 12. Timer Core 13. Pole Piece 14. Module 13. Pole Place 15. Contact 14. Module Button 15. Contact button
Figure 1.28b Basic Wiring Diagram For Engine Ignition System
6 Coil
Legend - Connectors A. Tach and Coil Terminal B. Battery Terminal C. Coil Secondary Terminal (Hi Voltage) D. Ignition Coil Connector Terminals E. Four Terminal Connector (not used with units equipped with magnetic speed sensors) F. Distributor Secondary Terminal (Hi Voltage)
C A B
E
(Not Used)
Distributor
Figure 1.28c Distributor and Coil - Connections

(rev03-01)
1-41
System Description
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.
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.
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.
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.
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.
7 Flywheel
TecoDrive 7400
Front
Figure 1.29 Engine Firing Order is 1-8-4-3-6-5-7-2
1-42

(rev03-01)
System Description
1.3.8 Engine Cooling System
a. Base TECOFROST Model (No Heat Recovery)
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.
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.
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.
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 tubeside fluid is typically radiator water. The bypass around the dump heat exchanger is controlled by a 3way thermostatic mixing valve (AMOT). The mixing valve will bypass more or less coolant as required to maintain the desired (180F) engine return temperature.
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 units 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)
1-43
System Description
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 sitespecific 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 Static pressure, at engine make-up water inlet (coolant pump off) Cold Hot Allowable external pressure drop at rated flow for optional Customer supplied components (load heat exchanger & Assoc. piping) Total heat rejection Mixing (AMOT) valve control element temperature Dump Heat Exchanger Design Parameters Shell Side Engine coolant inlet Engine coolant outlet Tube Side Flow rate (min, recommended, max) (gpm) Max water inlet temp (from radiator, F) Max water outlet temp* (to radiator, F) Pressure drop (psid) Dump heat exchanger tube inside diameter (for tube cleaning)
*Note: Standard Dump HX Out (TSN6) prealarm set at 150F consult factory for changes. Also check radiator design limits.
30 gpm
12 psig 15 psig
Max: 5 psig up to 431,000 Btu/hr 180F
up to 209F 180F 40 139 160.6 0.8 80 153 163.8 1.9 110 157 164.9 5.3 0.331
1-44

(rev03-01)
System Description
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 Static pressure, at engine make-up water inlet (coolant pump off) Cold Hot Allowable external pressure drop at rated flow Customer supplied components (load heat exchanger & Assoc. piping) Total heat rejection (including engine coolant system) Mixing (AMOT) valves control element temperatures First valve Second valve Dump Heat Exchanger Design Parameters Shell Side Tube Side Engine coolant inlet Engine coolant outlet Flow rate (min, recommended, max) (gpm) Max water inlet temp (from radiator, F) Max water outlet temp* (to radiator, F) Pressure drop (psid) 40 112 148.3 0.8 up to 228F 180F 80 135 153.1 2.9 110 142 155 5.3 180F 180F 12 psig 15 psig Max.: 5 psig up to 723,000 Btu/hr 30 gpm
Dump heat exchanger tube inside diameter (for tube cleaning)
0.331
*Note: Standard Dump HX Out (TSN6) prealarm set at 150F consult factory for changes. Also check radiator design limits.

(rev03-01)
1-45
System Description
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 #.
1-46

(rev03-01)
System Description
1
FRONT OF PANEL
Terminal Strip Relays
L N
R4 R2 R5 R6 R7 F1 F2 F3 F4 F5
Fuses
AC FILTER
Microprocessor Power Supply
PS1
TECOGEN-C188EB
J11
B1 C27
2 1
REV-0
64
T1
C30 U22
P7
63
+ -
+
U23 U11 C32 U28 U24 U25 U17 C33 U20 U26 U21 U19 U18
T2
C18
R9 R10
Battery Charger
D5
OSC1
Y2 C7
C21
U27
J2
C23 JP9 ISBXA C19 C22 P8 C1 Q1 Q2 C26 JP8 1

2 1 Copyright 1997, All Rights Reserved
C20
P4
1
P6
1
C17
C8 C9 U16 C10 C5 C16
35
34 33
U9
U8
U6
C6
R5 R6 R7 P2 R8 U15
R.L.C. Enterprises, Inc.

1
JP3 JP4
1
JP2 U2
U3
R1 R2 R3
C29
JP1 C28 U12 U7 U5
U1 C25 U10 C31 C11 C24 R4
U4
U14
RP1 C13 C14 C15 C4 C3 C2 L1 Y1 C34 RP2

1 2 3 4 5 6 7 8
P1
J10
JP5
1
C12
JP6 1 U13
D1
JP7
C11
R1
J4
R7
S1 RN15 U51
S5 RN19 U55
S2 RN16 U52 C17 S3 RN17 U53 C15 S4 RN18 U54
S6 RN20 U56
Microprocessor Board Interface Board
S7 RN21 U57
C16
U24
U30
J7
INSIDE OF PANEL Figure 1.30 Controller Layout

(rev03-01)
J8
Opto-22 Board
RN4
S8 RN22 U58
U27
U21
U32
U25
U28
U22
U23
U29
U31
U44
U45
MultiModem
RN6
J9
Modem
1-47
System Description
1-48
Computer Network (Optional) Phone Line Coolant Pump Starter Compressor Oil Pump Starter ComMENT Board
CUSTOMER
AC Power
Modem Processor Board Relays (5) Display/ Keypad
CONTROL CABINET
SKID
Gas Valve Compressor oil heater Aux Comp. oil heater Temperatures (7) Pressures (6) Mag pickup Engine safeties (5)
Power Supply Interface Board
Relay
Compressor oil level Ignition system
Slide Valve Board
Slide valve indicator Stepper motor Starter
Opto Board
Battery Charger
Hourmeter EFLH Meter
PCM (Optional Emissions)
Load solenoid Unload solenoid Bulk oil pump Battery
(rev03-01)
Figure 1.31 Control System Block Diagram
Table 1.4 Control System Components

Description
Suction Temperature Discharge Temperature Compressor Inlet Oil Temperature Oil Separator Temperature Engine Coolant Temperature Engine Oil Temperature Dump Heat Exchanger Out.Temp. OPTIONAL Customer Process Temp. Suction Pressure Discharge Pressure Compressor Inlet Oil Pressure Compressor Oil Filter Inlet Press. Engine Coolant Pressure Engine Oil Pressure Low Engine Oil Level Engine Head Thermostat (Pass. Side) Engine Head Thermostat (Driver Side) OPTION Exhaust Thermostat Emergency Stop Pushbutton Gas/Ignition Relay Starter Relay Coolant Pump Relay Compressor Oil Pump Relay 1200 Watt Oil Heater Relay Aux. 1200 Watt Oil Heater Relay Compressor Oil Level Sensor Relay Stepper Motor Connector (6 pin) Control Cabinet Door Control Cabinet Panel Coupling Guard (Passenger Side) Control Cabinet Panel Control Cabinet Panel Control Cabinet Panel Control Cabinet Panel Control Cabinet Top of Engine Near Throttle Tap at Front of Engine Head Exhaust Wye on Vertical Tube Tap at Front of Engine Head Near Engine Oil Pan Below Control Panel Below Control Panel Below Control Panel Below Control Panel Below Control Panel 1.35 1.35 1.35 1.35 1.35 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 1.32 1.32 & 1.34 1.32 1.32 1.32 & 1.36 1.32 & 1.36 1.32 & 1.36 1.34 Below Control Panel 1.35 Remotely Mounted (OPTION) 1.35 Tubeside Discharge 1.35 Oil Cooler Shellside Discharge 1.35 Intake Manifold (Top Front of Engine) 1.35 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 Sheet 1 Sheet 1 & 3 Sheet 1 Sheet 1 Sheet 1 & 5 Sheet 1 & 5 Sheet 1 & 5 Sheet 3 Underside of Oil Separator (Inlet End) 1.35 Sheet 4 Oil Filter Outlet Piping 1.35 Sheet 4 Compressor/Suction Strainer Housing Discharge Pipe Below Compressor 1.35 1.35 Sheet 4 Sheet 4 72075 72075 72075 72075 72075 72075 72075 72075 78256 77565 77565 77565 78256 78256 77210 71722 71722 71722 71093 71973 71105 71973 71973 71973 71973 71972 Note 1
(rev03-01)
Category
Symbol
Location
Shown in Figure
Wiring Schematic
Tecogen Part #
Thermistors
TSN0 TSN1
TSN2
TSN3
TSN4
TSN5
TSN6
TSN8
PSN0
Pressure Transducers
PSN1
PSN2
PSN3
PSN4
PSN5
LS1/2
HTS1
HTS2
Engine/ Compressor Safety Switches
ETS
ES
R2
Mechanical Relays
R3
R4
R5
R6
R7
R8
J13
System Description
1-49
1
Table 1.4 Continued
Description
Control Cabinet Main Panel (Top Right) Control Cabinet Main Panel (Top Right) Control Cabinet Main Panel (Top Right) Control Cabinet Main Panel (Top Right) Control Cabinet Main Panel (Top Right) On Relay R3 (See R3 Above) Control Cabinet Each Opto 22 Output Mod Control Cabinet (Top) Control Cab. (Bottom Edge of Interface Board) Control Cab. (Bottom Edge of Interface Board) Control Cab. (Bottom Right Edge of Int. Bd.) Control Cab. (Bottom Right Edge of Int. Bd.) Control Cab. (Bottom Right of Interface Bd.) Control Cab. (Bot. Left Edge of Int. Board) Control Cab. (Bot. Left Edge of Int. Board) Control Cab. (Top Left Edge of Interface Bd.) On Copper Bar Mounted to R3 (See R3 Above) Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel Microprocessor Board, Main Control Panel 1.35 1.35 1.35 1.34 1.34 1.38 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 & 1.34 1.32 1.32 1.32 1.32 1.32 1.32 1.39 1.32 & 1.34 1.32 & 1.34 1.39 1.39 1.32 1.39 1.35 1.35 1.32 & 1.34 1.32 Sheet 1 Sheet 1 & 3 Not Shown 1.32,33,35,39 Sheet 1,2,4,8 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 4 Sheet 3 Sheet 3 Sheet 7 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 & 3 Sheet 1 Sheet 1 Sheet 1 Sheet 1 Sheet 1 Sheet 1 Sheet 8 Sheet 1 & 3 Sheet 1 & 3 Sheet 8 Sheet 8 Sheet 1 Sheet 8 1.32 Sheet 1 1.32 Sheet 1 71863 71863 71863 71454 78255 78061 Note 1 Note 1 Note 1 Note 1 Note 1 Note 1 Note 1 Note 1 71115 78133 78133 78133 78133 78133 78133 78133 78133 78133 78133 78133 78133 78134 78134 78134 78134 78134 78134 1.32 1.32 Sheet 1 Sheet 1 72093 72093
System Description
1-50
Location Shown in Figure Wiring Schematic Tecogen Part #
Category
Symbol
Fuses
F1 F2
Fuse, Microprocessor Power Supply, 7A 250V Fuse, Control Panel, 7A 250V
F3
Fuse, Oil Heater, 15A 120V
F4
Fuse, Aux #1 Oil Heater, 15A 120V
F5
Fuse, Aux. #2 Oil Heater, 15A 120V
F6
Fuse, Battery Charging, 7AG Slo-Blo
None
Fuses Opto 22 Output Modules
TS
Customer Terminal Strip
Terminal Strips
J7A
Analog Input - Temps. Terminal Strip (12 pin)
J7B
Analog Input - Temps. Terminal Strip (12 pin)
J8A
Analog Input - Press. Terminal Strip (12 pin)
J8B
Analog Input - Press. Terminal Strip (12 pin)
J9
Analog Input - Misc. Terminal Strip (12 pin)
J1A
Engine Harness Cabinet Connector (12 pin)
J1B
Engine Harness Cabinet Connector (12 pin)
J11
Interface Board MPS Connector (4 pin)
D1
Battery Charger Circuit Diode
MO-0
Microprocessor Bd. Output Opto Stepper Motor
Diodes Digital I/O Modules
MO-1
MO-2
MO-3
MO-4
Microprocessor Bd. Output Opto Starter Relay
MO-5
Microprocessor Bd. Output Opto Gas/Ign Relay
MO-6
Micro. Board Output Opto EFLH Hourmeter
MO-7
Micro. Board Output Opto Coolant Pump Relay
MO-8
Micro. Bd. Output Opto Comp. Oil Pump Relay
MO-9
Micro. Board Output Opto Oil Heater Relay
MO-10 Micro. Bd. Output Opto Aux. Oil Heater Relay
MO-11 Microprocessor Board Output Opto Key-Up
MI-0
Microprocessor Board Input Opto HTS1 & 2
MI-4
Microprocessor Board Input Opto LS1
MI-6
Micro. Board Input Opto Low Coolant Flow
(rev03-01)
MI-7
Microprocessor Board Input Opto Check Engine
MI-8
Micro. Board Input Opto Compressor Oil Level
MI-9
Micro. Board Input Opto Key Pad Lockout
(rev03-01)
Table 1.4 Continued

Description
Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel Opto Board, Main Control Panel 1.39 1.39 1.39 1.39 1.39 1.32 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 1 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 1.39 Sheet 8 1.39 Sheet 8 1.32 Sheet 1 1.32 1.32 Sheet 1 Sheet 1 78056 78056 78056 78056 78056 78056 78056 78056 78056 78132 78132 78132 78132 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057 78057
Category
Symbol
Location
Shown in Figure
Wiring Schematic
Tecogen Part #
OPM0 OPM1
AC Out Load Solenoid AC Out Unload Solenoid
Digital I/O Modules Continued
OPM2
AC Out Bulk Oil Pump
OPM3
AC Out Alarm Status
OPM4
AC Out Pre-Alarm Status
OPM5
AC Out Control Status
OPM6
AC Out Remote & External Mode
OPM7
Economizer Solenoid
OPM8
Balance Piston Solenoid
OPM9
DC In Digital Counter
OPM10
OPM11
OPM12
OPM13
AC In Remote Stop Enable
OPM14
AC In Remote Enable
OPM15
AC In Local Enable
OPM16
AC In Oil Pump Starter Aux.
OPM17
AC In Safety # 1
OPM18
AC In Safety # 2
OPM19
AC In Safety # 3
OPM20
AC In Safety # 4
OPM21
AC In Pre-Alarm # 1
OPM22
AC In Pre-Alarm # 2
OPM23
AC In Pre-Alarm # 3
OPM24
AC In Pump-Down Initiate
OPM25
AC In Remote Start/Stop Enable
OPM26
AC In External Load
OPM27
AC In External Unload
OPM28
AC In Capacity Control Pressure/Temperature Opto Board, Main Control Panel
OPM29
OPEN
OPM30
OPEN
System Description
OPM31
OPEN
1-51
System Description
1-52
Table 1.4 Continued

Description
Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Main Panel Control Cabinet Inside of Door Control Cabinet Main Panel Below Oil Separator Bottom of Oil Separator Bottom of Oil Separator Bottom of Oil Separator Below Oil Separator Below Oil Separator End of Package (Compressor End) Behind Control Cabinet Coupling Guard Engine Block (Passenger Side) Next to Engine Flywheel Control Cabinet, Main Panel (Left Side) Control Cabinet, Door Mounted Control Cabinet 1.32 & 1.36 1.32 & 1.34 1.32 & 1.34 1.34 1.39 1.39 1.39 1.33 1.32 & 1.36 1.32 & 1.36 1.32 & 1.36 1.33 1.33 1.35 & 1.39 1.38 Sheet 7 Not Shown Not Shown Sheet 4 & 8 Not Shown Not Shown Not Shown Sheet 2 Sheet 1 & 5 Sheet 1 & 5 Sheet 1 & 5 Sheet 2 Sheet 2 Sheet 1 & 5 Not Shown Sheet 1 & 5 Sheet 1 & 3 Sheet 1 & 3 Sheet 3 Sheet 8 Sheet 8 Sheet 8 1.32 & 1.38 Sheet 1 & 7 1.32,34,37 Sheet 1,3 & 6
Category
Symbo
Location
Shown in Wiring Figure Schematic
Tecogen Part #
77237 77275 77950 77965 78054 78058 78055 77991 Note 1 78261 78262 78262 78262 290-000910-022 290-000910-030 78242 Note 1 72573 w/motor 71031 71073 77915 Note 1 Note 1
MPS BC
Microprocessor Power Supply (+12, -12, +5 V) Battery Charger (Cranking, +13.8 Vdc)
None
Modem
None
Microprocessor Board
None
Interface Board
None
Slide Valve Board (not required on booster models)
DC Power Supplies Printed Circuit Boards & Misc. Devices
None
Opto 22 Board
None
Display Board
None
ComMENT Board (OPTION)
None
Coolant Pump
None
Oil Heater
Misc. Skid Mounted Devices
None
Aux # 1 Oil Heater
None
Aux. # 2 Oil Heater
None
Compressor Oil Pump 16S & 16L
None
Compressor Oil Pump 23MB & 23LB
None
Liquid Injection Solenoid (OPTION)
Rear of Package Below Engine Oil Cooler 1.32 & 1.36
None
Economizer Solenoid (OPTION)
None
Engine Fuel (Gas) Solenoids
None
Starter Solenoid ( Engine Crank System)
None
Starter (Engine Cranking Motor)
None
Magnetic Speed Pick-Up
None
Emission Controller (PCM, OPTION)
None
Keypad Lockout (OPTION)
None
Panel Air Purge (OPTION)
(rev03-01)
(rev03-01)
Table 1.4 Continued

Description
On Bulk Oil Drum Remote Panel Remote Panel Dump HX Water Supply Site Site Dump Heat Exchanger Customer Side Site Site Site Site Site Site Exhaust Catalyst Inlet & Outlet Site Site Control Cabinet Control Cabinet Control Cabinet Control Cabinet to Phone System Control Cabinet Control Cabinet to Engine 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.35 & 1.39 1.39 1.39 1.39 1.39 1.39 1.33 & 1.39 1.33 Sheet 2 Sheet 2 & 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 8 Sheet 4 & 8 Sheet 8 Sheet 8 Not Shown Not Shown Not Shown Not Shown Not Shown Not Shown 1.32 1.33 Sheet 1 Sheet 2
Category Symbol
Location
Shown in Figure
Wiring Schematic
Tecogen Part #
76852 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 78064 78063 78062 71914 Note 1 modified 77822
None None
Bulk Oil System Pump (Engine Oil Supply) Compressor Oil Pump Starter
None
Engine Coolant Pump Starter
Misc. Off-Skid Mounted Devices
None
Dump HX Boost Pump (208/240 V OPTION)
None
Aux. Safeties #1-#4 (OPTION)
None
Aux. Pre-Alarm #1-#3 (OPTION)
None
Low Coolant Flow Alarm (OPTION)
None
Alarm Notification (Light or Bell, Site V)
None
Pre-Alarm Notification (Lt. or Bell, Site V, OPTION) Site
None
Control Status (OPTION)
None
Pumpdown Initiate Switch (OPTION)
None
Remote Control & Sequence (OPTION)
None
Process Temperature (OPTION)
None
Remote Operation (OPTION)
None
Catalyst Temperatures (OPTION)
None
Customer Setpoint Input (0-10 Vdc, OPTION)
None
Customer Start Switch (OPTION)
Cables
None
50 Pin Ribbon Cable (OPTO 22 Board)
None
14 Pin Ribbon Cable (Modem Cable)
None
40 Pin Ribbon Cable (Interface Board to Display)
None
RJ-11 Phone (Phone Line Input)
None
14 Pin Ribbon Cable
(ComMENT Bd to MP Bd, OPTION)
None
Emission Engine Harness (OPTION)
Note:
1.
Consult Factory
System Description
1-53
System Description
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. Tecogens 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 TecoFROSTs 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 R3s terminals.
1-54

(rev03-01)
System Description
Figure 1.32 Main Wiring Schematic
PRODUCTION PART NUMBER:

GND 120 VAC F3 STEPPER MOTOR J13-2 F4 R7-1 R7-3 AUX #1 OIL HEATER (SEPARATOR) LEGEND 1 J1A-6 OIL HEATER (SEPARATOR) R6-1 R6-3 L1 N
A B C D RELEASED FOR PRODUCTION UPDATED TO AS BUILT ADDED ECONOMIZER OPTION REVISED TO REV.D WITH NO CHANGE TO THIS DWG.
(rev03-01)
J13-1 J13-3 J13-4 J13-5 J1A-9 J13-6 F5 R7-8 STARTER RELAY R3-1 J2-6 COOLANT PUMP RELAY J2-5 R4-2 OIL HEATER RELAY MPS-NEUT BC-HOT J2-8 R7-2 OPS-1 OPS-2 R7 R7-7 LOAD SOLENOID OPM-0 AUX #1 OIL HEATER RELAY 1 13.8 VDC POWER SUPPLY BC-NEUT R6-2 R6 R6-7 BC-GND ES EMERGENCY STOP R4 R4-7 MICROPROCESSOR POWER SUPPLY MPS-HOT F2 MPS-GND COMPRESSOR OIL PUMP RELAY R5 R5-7 R5-2 F1 AC LINE FILTER R3 R3-2 J1A-4 AUX #2 OIL HEATER (SEPARATOR) R7-6 J2-7 EFLH OPM-1 OPS-3 HOURMETER LS1 OPM-2 OPS-5 OPS-6 LS2 MI-8 OPS-17 MI-0 OPS-18 OPM-8 BALANCE PISTON SOLENOID
1 2 3 3
+13.8 VDC
MO-0
13.8 VDC
J1A-5
MO-1
J1A-7
MO-2
J1A-8
MO-3
J1A-10
MO-4
J1A-11
MO-8
MO-7
M0-9
MO-10
MO-6 OPS-4
J2-4
UNLOAD SOLENOID
MI-4
J1B-20 & 21
BULK OIL SYSTEM PUMP RECEPTACLE
MPS BC OPS OPM MO MI TS LS1 LS2 HTS1 HTS2 ETS R2 R3 R4 R5 R6 R7 R8 F1 F2 F3 F4 F5 F6 D1 ES J1 J2 J3 J13
MICROPROCESSOR POWER SUPPLY BATTERY CHARGER OPTO TERMINAL STRIP OPTO MODULE MICROPROCESSOR BOARD OUTPUT OPTO MICROPROCESSOR BOARD INPUT OPTO CUSTOMER TERMINAL STRIP LOW ENGINE OIL LEVEL HIGH ENGINE OIL LEVEL HEAD THERMOSTAT PASSENGER'S SIDE HEAD THERMOSTAT DRIVER'S SIDE EXHAUST THERMOSTAT GAS/IGNITION RELAY STARTER RELAY COOLANT PUMP RELAY COMPRESSOR OIL PUMP RELAY 1200 WATT OIL HEATER RELAY AUX 1200 WATT OIL HEATER RELAY COMPRESSOR OIL LEVEL RELAY FUSE, MICROPROCESSOR POWER SUPPLY, 7A 250V FUSE, CONTROL PANEL, 7A 250V FUSE, OIL HEATER, 15A 120V FUSE, AUX #1 OIL HEATER,15A 120V FUSE, AUX #2 OIL HEATER, 15A 120V FUSE, BATTERY CHARGING, 7AG SLO-BLO BATTERY CHARGER DIODE EMERGENCY STOP SWITCH ENGINE HARNESS CONNECTOR INTERFACE BOARD DC CONNECTOR SPARE DIGITAL I/O CONNECTOR STEPPER MOTOR CONNECTOR (8 PIN)
J3-10 J3-9 R8-3 R8-1
R8
AUX. OIL HEATER OPTION. EXHAUST HEAT RECOVERY OPTION. 23L, 23M, AND 23MB COMPRESSORS ONLY.
HTS1 MO-5 J2-3 TOTAL RUN HOURMETER IGNITION SENSE R2-8 J2-15 IGNITION COIL R2 R2-1 STARTER R3 R3-3 STARTER SOLENOID J2-2 R3-4 R2-3 +13.8V BATTERY R2-6 J2-16 R2 J1A-2 R2 R2-7 R2-2 GAS/IGN RELAY
HTS2
ETS
J1B-13
J1A-12
COMPRESSOR OIL LEVEL SWITCH
OIL LEVEL SWITCH RELAY R8 R8-7 R8-2 OPM-16 TS-4 OPS-33 OPS-34
OPTION WIRING OUTSIDE CONTROL CABINET
OIL PUMP STARTER TS-3 1M AUX
J1A-1
CUSTOMER WIRING GAS SOLENOID GAS SOLENOID

45 First Avenue Waltham,MA 02254-9046 DRAWN DATE ENGINEER
D1
R3
J1A-3
R3-6
R3-5
F6
"SOC"/OIL COOLER SOLENOID
5-27-97 TITLE: TecoFROST WIRING SCHEMATIC MAIN
J2-1
V+
13.8 VDC POWER VSUPPLY
TS-5
SIZE
DRAWING NUMBER
SHEET
REV
190-00-001
CAD NUMBER
1-55
1
REV DESCRIPTION DATE BY APPR
208-230/ 3PH 60HZ 460V STANDARD
208-230/ 3PH 60HZ 460V STANDARD
System Description
U15 C25 U10 C31 U14
C5 U1 C11
JP4
1
U3
R1 R2 R3
C11
R1
J4
50/ 60HZ
U27
U21
U25
U44
U45
5
U23 U24
U28
U22
RN6
U32
J9
U29
U31
C16
120V 1PH
U30
J7
60HZ
NOTES: 1. 2. 3. 4. 5 6 THIS DRAWING IS A GUIDE FOR A TYPICAL STARTER AND FIELD WIRING ONLY. ACTUAL STARTER DESIGN MAY DIFFER FOR VARIOUS MANUFACTURERS. ALL FIELD WIRING SHOWN IS MANDATORY EXCEPT OPTIONAL ENGINE COOLANT BOOST PUMP STARTER. ALL FIELD, POWER, AND CONTROL WIRING, NOT BY TECOGEN. REFER TO MOTOR NAMEPLATE FOR ACTUAL WIRING SCHEMATIC. MECHANICAL POWER WIRING IS TO BE WIRED INTO CONTROL PANEL THROUGH 3/4" LIQUID TIGHT CONDUIT. LB L G N R4 R5 TS
LEGEND SWITCHED LINE TERMINAL BLOCK LINE TERMINAL BLOCK GROUND TERMINAL BLOCK NEUTRAL TERMINAL BLOCK COOLANT PUMP RELAY COMPRESSOR OIL PUMP RELAY CUSTOMER TERMINAL STRIP
208-230/ 460V
3PH
FIELD WIRING REQUIREMENTS. 14 AWG MINIMUM R4-1,R4-3,R5-1,R5-3,R4-6,R4-8 14 AWG MINIMUM TS3,TS4 10 AWG MINIMUM L,N,GND ALL CONDUCTORS ARE TO BE COPPER 600V INSULATION. 7. ALL WIRING MUST BE PER THE LATEST EDITION OF THE N.E.C. AND CONFORM TO LOCAL CODES.
TITLE:
SIZE
DRAWING NUMBER
(rev03-01)
Figure 1.33 Field Wiring Schematic
190-00-001
J8
1-56
CUSTOMER POWER CONNECTION CONTROL PANEL

110/115V 50/60HZ NEUTRAL GROUND
RELAYS TERMINAL STRIP L
J11
B1
TECOGEN-C188EB
C27
1
REV-0
64
T1 P7
63
C30 U22
+ D5
+
U23 U11 C32U24 U28 U25 U17 C33 U20 U26 U21 U19 U18
T2
C18
R9 R10
J2
OSC1
Y2 C7 P4
1
C21 U27
C23 P6
1
C20 JP9 C8 C6 R5 R6 R7 P2 R8 U16 C10 C9 C16

1
ISBXA C19 1
2 1 Copyright 199 7 A ll Rights Res d , erve 1
C26 JP8 35 C22

34 33
C17 U9 P8 C1 Q1 Q2
1
U8
U6
R.L.C. Ente rprises, Inc.

JP3 U2 JP2 C29
1 1
JP1 C28 U4 R4 C24 U12 U7 U5
RP1 C13 C14 C15 JP5 P1 C12 C4
J10
C3 JP6 1 U13 L1 C2
Y1 C34
RP2
1 2 3 4 5 6 7 8
D1 JP7
R7
S1 RN15 U51
S5 RN19
U55
S2 RN16 U52 C17 S3 RN17 U53 C15 S4 RN4 RN18 U54
S6 RN20 U56 S7 RN21 U57
S8 RN22 U58
5-27-97 TecoFROST WIRING SCHEMATIC FIELD WIRING

SHEET REV
CAD NUMBER
Figure 1.34 Engine Harness Wiring Schematic

REV DESCRIPTION BY DATE APPR
(rev03-01)
R3-5 (BLK) #101 #102 DISTRIBUTOR (RED) R3-6 1 J13 A B 1 1 2 3 4 5 6 7 8 YEL OR RED/BLK GRY YEL RED/BLK BLK BLU WHT/BLU RED STEPPER MOTOR 2 3 4 5 6 R3-1 R3 1 8 7 HTS1
#121 RED #122 RED
R3-3 + STARTING MOTOR BATTERY ENGINE BLOCK STARTER SOLENOID F6
J1A R3 D1 R3-4 SLEEVE ("AIRPAX" ONLY) GRY WHT WHT/BLK R3
A B C D
RELEASED FOR PRODUCTION UPDATED TO AS BUILT ADDED ECONOMIZER OPTION REVISED TO REV.D WITH NO CHANGE TO THIS DWG.
J2-16
RED(16)
J2-15 #103 #104 #105 #106 #107 #108 #109 #110 #111 #112 HTS2 ETS 2 R3-2
RED(16)
+13.8V
RED(16)
GND.
BLK(16)
MO-0
RED(18)
GND
BLK(18)
MO-1
RED(18)
MO-2
RED(18)
GND
BLK(18)
MO-3
10
RED(18)
MO-4
11
RED(18)
+13.8V
12
RED(18)
COLOR CODE FOR "AIRPAX" MOTOR
COLOR CODE FOR "HURST" MOTOR

#41 BLK
J1B #113
MI-0
13
RED(18)
GROUND ON R3 BRACKET
14 ENGINE HARNESS LEGEND
15
16
17
18 LS1 LS2 NOTES: #123 #124 MAGNETIC PICK-UP (TWISTED) 1 3
19 #120
R3 D1 F6 J1 J2 J13 MICROPROCESSOR BOARD OUTPUT OPTO MICROPROCESSOR BOARD INPUT OPTO EXHAUST THERMOSTAT LOW ENGINE OIL LEVEL HIGH ENGINE OIL LEVEL HEAD THERMOSTAT PASSENGERS SIDE HEAD THERMOSTAT DRIVERS SIDE
STARTER RELAY BATTERY CHARGER CIRCUIT DIODE FUSE, STARTER RELAY, 7A SLO-BLO ENGINE HARNESS CONNECTOR INTERFACE BOARD DC CONNECTOR STEPPER MOTOR CONNECTOR (8 PIN)
+13.8V
20
RED(18)
MO MI ETS LS1 LS2 HTS1 HTS2
MI-4
21
RED(18)
MI-5
22
45 First Avenue Waltham,MA 02254-9046
RPM H
23
BLK(18)
R3 STARTER RELAY 1 5 2 2 6
DRAWN
DATE
ENGINEER
RPM L
24
BLK(18)
5-23-97 TITLE: TecoFROST WIRING SCHEMATIC ENGINE HARNESS EXHAUST HEAT RECOVERY OPTION ONLY.
SIZE DRAWING NUMBER SHEET REV
190-00-001
CAD NUMBER
System Description
1-57
System Description

T6- RET
S +
(rev03-01)
Figure 1.35 Analog Sensors Wiring Schematic
1-58
J8A
S +
RET PSN0 T0T0TO MICROPROCESSOR POWER SUPPLY T1T1SENSOR LEGEND TSN2 TSN3 TSN4 TSN5 PSN5 J7B 13 WHT BLK WHT BLK TSN7 TSN6 14 15 16 17 18 19 20 21 22 23 24 J9 1 2 3 4 5 6 7 8 9 10 11 12 TC1- RET TC1- SENSE TC2- RET TC2- SENSE 13 14 15 16 TC1 TC2
45 First Avenue Waltham,MA 02254-9046 DRAWN DATE
BLK
SENSE TSN0 TSN1
WHT
A B C D
RELEASED FOR UPDATED TO AS BUILT ADDED ECONOMIZER OPTION CHANGE WIRE COLORS,ADDED CUT-OFF ALL SHIELDS
+12V
S +
3 PSN1 NEU GRD LINE

NEU GND LINE
RED
RET
BLK
SENSE T27 8 9 10 11 12 BLK WHT BLK WHT
WHT
+12V PSN2
A B C
6
S +
RED
RET RED BLK WHT T2T3- RET T3- SENSE WHT BLK T4- RET
SLIDE VALVE BOARD SIG GND
BLK
SENSE
WHT
+12V
S +
9 PSN3 T4- SENSE THREADED HOLE T5- RET T5- SENSE
RED
CUT-OFF ALL SHIELDS J7A WHT RET 1 BLK 2 SENSE WHT 3 RET BLK SENSE 4 WHT 5 RET BLK 6 SENSE
RET
10
BLK
SENSE
11
WHT
+12V
12
RED
J7 J8 J9 PSN0 PSN1 PSN2 PSN3 PSN4
RET
S +
J8B 13 PSN4 T6- SENSE T7- RET T7- SENSE

+
BLK
SENSE
14
WHT
ANALOG INPUT TERMINAL STRIP J7 - TEMPS ANALOG INPUT TERMINAL STRIP J8 - PRESSURES ANALOG INPUT TERMINAL STRIP J9 - MISC. SUCTION PRESSURE SENSOR DISCHARGE PRESSURE SENSOR COMPRESSOR INLET OIL PRESSURE SENSOR COMPRESSOR OIL FILTER INLET PRESSURE SENSOR ENGINE COOLANT WATER PRESSURE SENSOR (AT ENGINE OIL COOLER) ENGINE OIL PRESSURE SENSOR
+12V PSN5 SLIDE VALVE INDICATOR
15
RED
RET
16
BLK
SENSE
17
WHT
+12V OPTIONAL SET POINT INPUT 0-10V ISOLATED SIGNAL
18
RED
19
TS-1
20
TS-2
TSN0 TSN1 TSN2 TSN3 TSN4 TSN5 TSN6 TSN7
21
SV- GND
22
SV- SENSE
23
FOR 16S & 16L COMPRESSORS
24
TC1 TC2 TS SV
SUCTION TEMPERATURE SENSOR DISCHARGE TEMPERATURE SENSOR INLET OIL TEMPERATURE SENSOR OIL SEPARATOR TEMPERATURE SENSOR ENGINE COOLANT TEMPERATURE SENSOR ENGINE OIL TEMPERATURE SENSOR DUMP HX. OUT TEMPERATURE SENSOR OPTIONAL PROCESS TEMPERATURE SENSOR (SEE OPTIONS SHT 8/8) CATALYST OUTLET THERMOCOUPLE CATALYST INLET THERMOCOUPLE CUSTOMER TERMINAL STRIP SLIDE VALVE
750 OHM, 1% BLK 4 3 2 1 RED WHT 1 2 3
SLIDE VALVE POTENTIOMETER
FOR 23L, 23MB & 23LB COMPRESSORS
SV- GND
22
RED
SV- SENSE
23
WHT
+12V
24
BLK
ENGINEER
5-27-97 TITLE: TecoFROST WIRING SCHEMATIC ANALOG SENSORS

NOTE: GROUND AT POTENTIOMETER TERMINAL STRIP MOUNTING SCREW.
190-00-001
CAD NUMBER
REV DESCRIPTION
DATE
BY
APPR
System Description
1-59
Figure 1.36 External Electrical Components Wiring Schematic

TECOFROST COMPRESSOR PACKAGE 98 RED(14)
OIL HEATER
(rev03-01)
GRN(14)
A B C D RELEASED FOR PRODUCTION UPDATED TO AS BUILT ADDED ECONOMIZER OPTION ADDED COMPRESSOR OIL LEVEL SWITCH
TECOFROST CONTROL PANEL
R6-3 1 97 RED(14)
OIL HEATER
R7-3 96 RED(14)
OIL HEATER
GRN(14)
R7-8
GRN(14)
LEGEND
120 VOLTS RED(14)

SOL.
3
OPS-18 RED(14)
SOL.
2
OPS-16 95 RED(14)
SOL.
OPS G N R2 R6 R7
OPTO TERMINAL STRIP GROUND TERMINAL BLOCK NEUTRAL TERMINAL BLOCK GAS/IGN. RELAY OIL HEATER RELAY AUX. OIL HEATER RELAY OPTION
OPS-2 94 RED(14)
SOL.
OPS-4 5 RED(14)
#1 GAS SOL. #2 GAS SOL.
NOTES: 1 2 3 AUX. OIL HEATER OPTION ONLY ECONOMIZER OPTION ONLY 23L, 23M, AND 23MB COMPRESSORS ONLY.
R2-3
SOL.
N N WHT(14) WHT(14) WHT(14) N N
N WHT(14)
NEUTRAL
G G GRN(14)
G GRN(14)
GROUND
LB R8-2 309 RED(14)
310
RED(14)
WHT YEL
GRN
5-27-97
FS
BLK
TITLE:
TecoFROST WIRING SCHEMATIC EXTERNAL ELEC. COMPONENTS COMPRESSOR OIL LEVEL SWITCH
190-00-001
CAD NUMBER
1
System Description

H (-) (S+) +13.8V (+) 7 6 5 BLK (14) 3 (H)+120V (S-) 4 PT3 LEGEND BATTERY CHARGER GAS/IGN. RELAY MICROPROCESSOR POWER SUPPLY POTENTIOMETER NEUTRAL TERMINAL BLOCK GROUND TERMINAL BLOCK INTERFACE BOARD DC CONNECTOR
TITLE:
SIZE
Figure 1.37 Battery Charger Wiring Schematic
1-60
G GRN (18) BC
G (NC) (-RC) 2 (+RC) 3 H BLK (14) ORANGE (14) N N WHT (18) 2 (N) WHT (18)
G 1 (G) 1
GRN
(18)
TB1
TB2
OPS-36
V-
OPS-26
R2-1
OPS-13
ORANGE (14) ORANGE (14)
VV-
J2-2 R2-7 BLUE BLUE (14) (14) V+ V+
J2-1 TS-25

DRAWN DATE ENGINEER
BC R2 PT3 N G J2
5-29-97 TecoFROST WIRING SCHEMATIC BATTERY CHARGER

DRAWING NUMBER SHEET REV
190-00-001
CAD NUMBER
(rev03-01)
REV DESCRIPTION
DATE
BY
APPR
System Description
1-61
Figure 1.38 Microprocessor Power Wiring Schematic

A B RELEASED FOR PRODUCTION UPDATED TO AS BUILT
(rev03-01)
BLACK BLACK W/STRIPE MODEM
BLACK WHITE +12VDC BLACK GREEN GROUND GROUND RED RED WHITE GREEN 1 G GR +5VDC HOT NEUTRAL AC GROUND MPS WHITE GREEN RED OPTO BOARD + -12VDC VOLTAGE ADJUSTMENT
J11
-12V
+12V
+5V
4 CONDUCTOR 20AWG SHIELDED CABLE
SLIDE VALVE BOARD
GND NEU LINE
LEGEND
AC FILTER
DRAWN
DATE
ENGINEER
5-28-97 TITLE: TecoFROST (LC) WIRING SCHEMATIC MICROPROCESSOR POWER

MPS N GR F1 J11 F1 GR
MICROPROCESSOR POWER SUPPLY NEUTRAL TERMINAL BLOCK GROUND TERMINAL BLOCK FUSE BLOCK 1 INTERFACE BOARD MPS CONNECTOR
REQUIRED ONLY FOR 16S 16L COMPRESSORS
190-00-001
CAD NUMBER
1
System Description

N
(rev03-01)
Figure 1.39 Wiring Schematic Options
1-62
008 LOW COOLANT FLOW MOTORIZED CHECK VALVE
ENABLED BY DIPSWITCH COOLANT FLOW SWITCH
000 KEYPAD LOCKOUT

KEY OPERATED MI-9 J3-11 J3-10
OPEN ON FAILURE
AUXILIARY SAFETY #1
N J2-9 DC GND DC GND J2-10 MI-6
014
020
LB
FIELD DEVICE
OPM-17
TS-6
OPS-35
OPS-36
OPEN ON FAILURE
"NO LONGER OFFERED" 021 ENGINE COOLANT BOOST PUMP
001 009 ALARM STATUS 015 PROCESS TEMPERATURE

J7B-15
BLK
AUXILIARY SAFETY #2
N LB M SENSE J7B-16
RED
LB OPS-7 N TSN7 RET OPS-8 TS-13
FIELD DEVICE ENABLED BY DIPSWITCH
OPM-18 OPM-3 CUSTOMER DEVICE
TS-7
OPS-37
OPS-38
OPEN ON FAILURE
(SEE SHEET 2 OF 8)
022 CATALYTIC OUTLET TEMPERATURE
J9-13
BLK ENABLED BY DIPSWITCH
002 010 PRE-ALARM STATUS

OPM-4 N M N 1PS PURGE DIFF. PRESS. 0.2" W.C. DEC. PURGE FAILURE R RET SENSE N J9-14
RED
AUXILIARY SAFETY #3 016 PANEL AIR PURGE

LB OPS-9 OPS-10 TS14 CUSTOMER DEVICE
LB
FIELD DEVICE
OPM-19
TS-8
OPS-39
OPS-40
OPEN ON FAILURE
LB C NC TC1
003
OPM-5 LB M OPS-11 OPS-12 TS15 CUSTOMER DEVICE
AUXILIARY SAFETY #4 017 SUBCOOLER LIQUID

ENABLED BY DIPSWITCH
011 023 CATALYTIC INLET TEMPERATURE

J9-15
BLK
CONTROL STATUS
1LT N
LB
FIELD DEVICE
OPM-20
TS-9
OPS-41
OPS-42
LEGEND
OPEN ON FAILURE
004
RET SENSE J9-16
RED REMOTE MOUNTED
AUXILIARY PRE-ALARM #1
OPM-24 OPS-49 N MAIN LIQUID FEED SOLENOID
012 PUMPDOWN INITIATE

TS-5 N SUBCOOLER SOLENOID
TC2
LB TS-5
FIELD DEVICE
TS-10 N
OPM-21 OPS-43 LB TS-16 OPS-50 N
OPS-44
OPEN ON FAILURE
018
+13.8 TS-25
024
COUNTERS
OPM-9 TS-26 OPS-19 OPS-20
005 AUXILIARY PRE-ALARM #2 013

LB
TEMPERATURE CONTROL CLOSE FOR
CAPACITY CONTROL PRESSURE/TEMPERATURE SELECT
CS J1 J2 J7 LB LT M MI MO N OPM OPS PCM TS-27 OPM-10 OPS-21 OPS-22
CAM SWITCH ENGINE HARNESS CONNECTOR INTERFACE BOARD DC CONNECTOR ANALOG INPUT TERMINAL STRIP SWITCHED LINE TERMINAL BLOCK TROUBLE LAMP MOTOR MICROPROCESSOR BOARD INPUT OPTO MICROPROCESSOR BOARD OUTPUT OPTO NEUTRAL TERMINAL BLOCK OPTO MODULE OPTO TERMINAL STRIP ENGINE CONTROL MODULE
LB
FIELD DEVICE
OPM-22 N TS-24 OPS-57 OPS-58
OPM-28 N
TS-11
OPS-45
OPS-46
OPEN ON FAILURE
REMOTE CONTROL & SEQUENCE

REMOTE START/STOP OPM-25 TS-17 OPS-51 N
PS TS TSN8 TS TS-28 OPM-11 OPS-23 OPS-24
PRESSURE SWITCH CUSTOMER TERMINAL STRIP PROCESS TEMPERATURE SENSOR CUSTOMER TERMINAL STRIP
006 AUXILIARY PRE-ALARM #3

LB
FIELD DEVICE
OPS-52
019
REMOTE PUSHBUTTON 025
TS-29
OPM-12 OPS-25
OPS-26 WIRING INSIDE CONTROL CABINET
LB LB TS-21
FIELD DEVICE
FIELD DEVICE
OPM-23 N TS-18 N LB OPS-53 OPS-54

STOP
TS-12
OPS-47
OPS-48
EXTERNAL LOAD OPM-26
ECONOMIZER
OPM-13 OPS-28 N OPM-7 LB OPS-17 OPS-18 ECONOMIZER SOLENOID N
WIRING OUTSIDE CONTROL CABINET CUSTOMER WIRING MECHANICAL LINKAGE
OPEN ON FAILURE
OPS-27
007 EMISSION CONTROL (OPTION)

LB
FIELD DEVICE
EMISSION CONTROL WIRING HARNESS REQUIRED SEE TECOGEN DWG.-157-12-000 TS-19 N OPS-55 OPS-56
EXTERNAL UNLOAD OPM-27
REMOTE
OPM-14 TS-22 OPS-29 OPS-30 N

J2-14 DC GND OPM-6 LB M OPS-13 OPS-14 TS-20 N CUSTOMER DEVICE REMOTE & EXTERNAL MODE
MI-7
PCM CHECK ENGINE
LOCAL
OPM-15 TS-23 OPS-31 OPS-32 N
DRAWN
DATE
ENGINEER
MO-11
5-27-97 TITLE: TecoFROST (LC) WIRING SCHEMATIC OPTIONS

J2-11
KEY-UP
DC 13.8
190-00-001
CAD NUMBER
System Description
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 systems 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 LEDs 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 LEDs 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 units 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)
1-63
System Description
Connections to Interface Board (Bottom) Analog to Digital Converter
Battery Clock Expansion Bus
Spare Serial Port Modem Port
Microprocessor
D1 Heartbeat LED FLASH EPROM
RAM
Figure 1.40 Processor Board
1-64

(rev03-01)
System Description
J11 Power Supply Connector
J6 & J12 Processor Board Connectors
J10 Analog Output Connector
J5 Display Connector
J2 Control Cabinet Connector J4 Opto Board Connector
Logic Voltage LED
S1-S8 DIP Switches J1A & B Engine Harness Connectors
J8A & B Pressure Transducer and Analog Connectors
J9 Spare Analog Connector
J1A & B Thermistor Connectors
Figure 1.41 Interface Board

(rev03-01)
1-65
System Description
Table 1.5 Interface Board DIP Switch Use
BANK 1 # 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 3 1 2 3 4 5 6 7 8 NAME Force Local Control Parameter Cycling Mode Setpoint Input Alarm Reset Prealarm Reset Prealarm Enable Automatic Restart Local/Remote Scheduled Run Scheduled Setpoint Net Master Net Start/Stop Slave Net Capacity Slave Keypad Lockout Unused Process Temp Alarm Aux Safety 1 Aux Safety 2 Aux Safety 3 Aux Safety 4 Aux Prealarm 1 Aux Prealarm 2 Aux Prealarm 3 Coolant Flow Alarm OFF Allow remote (network or switched start) Control suction pressure Continue running on low suction pressure Setpoint from display Reset alarms manually Reset prealarms manually Disable unimportant prealarms Operator restart after power failure Start from panel Normal start Normal setpoint control Normal operation Normal operation Normal operation Normal keypad operation ON Allow local start only Control process temperature Cycle off on low suction pressure Setpoint from analog input Automatically reset alarms Reset prealarms as conditions clear Enable all prealarms Automatic restart after power failure Start from input Start according to schedule Setpoint adjusted according to schedule Be the master for a network Be a start/stop slave on a network Be a capacity slave or a network Keypad allows viewing information only Enable process temperature alarm Alarm when Aux Safety 1 opens Alarm when Aux Safety 2 opens Alarm when Aux Safety 3 opens Alarm when Aux Safety 4 opens Prealarm when Aux Prealarm 1 open Prealarm when Aux Prealarm 2 open Prealarm when Aux Prealarm 3 open Alarm when low coolant flow switch opens Com1 port (P2) to be used for network RTU Modbus protocol on COM1 Com1 port (P2) is RS-485
1
2
No process temperature alarm Alarm when Aux Safety 1 closes Alarm when Aux Safety 2 closes Alarm when Aux Safety 3 closes Alarm when Aux Safety 4 closes Prealarm when Aux Prealarm 1 closes Prealarm when Aux Prealarm 2 closes Prealarm when Aux Prealarm 3 closes Alarm when low coolant flow switch closes Com1 port (P2) to be used for RMCS ASCII Modbus protocol on COM1 Com1 port (P2) is RS-232 Net address (4 is LSB) Ammonia
1 2 3 4-7 1 2-8 1 2 3 4-8 1-8 1-8
COM1 Type Modbus Mode Comm Hardware Net Address Refrigerant Unused Emissions Emissions Fault T/C Number Unused Unused Unused
Refrigerant 22
No emissions control Alarm on PCM faults Catalyst outlet temperature only
Interface to emissions controller Prealarm on PCM faults Catalyst inlet and outlet temperatures
7 8
1-66

(rev03-01)
System Description
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. 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. Turn the end of the EPROM with the notch up and ensure that all the EPROM pins line up with the appropriate sockets. Carefully press the chip into place. Return the power to the controller by closing the breaker. 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 shortcircuited will read 300F, while an open thermistor will read abnormally low, about -40F for a standard thermistor and -80F 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.
2.
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.
3.
4. 5.
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
12 VDC
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.
15 k
SENSE 100 k THERMISTOR

(rev03-01)
1-67
System Description
Figure 1.42 Thermistor Resistance (Thermistor Disconnected from Interface Board)
10000
1
1000
Resistance (Kohms)
100
10
1 -100
-50
50
100
150
200
250
Temperature (F)
1-68 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)
System Description
Figure 1.43 Approximate Thermistor Voltage (Thermistor Must Be Connected to Interface Board)
10
Standard Voltage
5
Suction and Process Temperatures
0 -100
-50
50
100
150
200
250
300
Temperature (F)

(rev03-01)
1-69
System Description
TRANSDUCER
12 VDC DC TO DC CONVERTOR RETURN SENSE Equivalent Circuit Diagram

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.
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
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.
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.
1.4.7 Slide Valve Position Input

The slide valve position is sensed inductively by the slide valve indicator mounted on the compressor housing. Its 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.
1-70

(rev03-01)
System Description
TABLE 1.6 PRESSURE TRANSDUCER OUTPUT
Suction, Engine Oil, & Engine Coolant Pressure Transducers DC Voltage 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 4.2 4.4 4.6 4.8 5.0 5.2 5.4 5.6 5.8 6.0 Pressure (psig) -15 (29.9*) -11 (21.7*) -7 (13.6*) -3 (5.5*) 1 5 9 13 17 21 25 29 33 37 41 45 49 53 57 61 65 69 73 77 81 85 Discharge, Compressor Oil, & Oil Filter Outlet Pressure Transducers Pressure (psig) 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500
*inches of Mercury (in Hg) vacuum below 1 atmosphere Note: Voltage Output may vary +/- 0.1 VDC

(rev03-01)
1-71
System Description
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%. Local Output Opto Relays The local output optos are used by the microprocessor as switches to sequence devices in the system (motors, solenoid coils, etc.). These optos 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:
LOCAL OUTPUT OUTPUT RELAY
MO-XX
Note
The minimum impedance on any sensing device connected to the analog outputs is 10 k, and the sensing device MUST be isolated from ground to prevent damage to the controller.
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 optos 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 devices 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:
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 photosensitive 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 INPUT INPUT RELAY RELAY
MI-XX
1-72

(rev03-01)
System Description
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 manufacturers coding for the remote Opto-22 Board relay modules is:
Table 1.7 Digital Inputs and Outputs

NAME Stepper Motor Starter Relay Gas/Ignition Relay EFLH Coolant Pump Oil Pump Heater Aux. Heater PCM key-Up Ignition Power Engine Oil Level Coolant Flow PCM Check Engine Comp Oil Level Keypad Lockout LOAD UNLOAD MAKEUP_PUMP ALARM PREALARM CONTROL REMOTE_OUT ECON OUTPUT BAL PIST OUTPUT COUNTER RUNSWITCH REMOTE LOCAL OIL_PUMP_VER AUX_SAFETY_1 AUX_SAFETY_2 AUX_SAFETY_3 AUX_SAFETY_4 AUX_PRE_1 AUX_PRE_2 AUX_PRE_3 PUMPDOWN SLAVE EXTERN_LOAD EXTERN_UNLOAD TEMPERATURE CHIP U1-U4 U5 U6 U7 U8 U11 U12 U13 U14 U21 U23 U24 U24 U27 U27 LED U9-1-4 U9-5 U9-6 U9-7 U9-8 U19-1 U19-2 U19-3 U19-4 U26-1 U26-5 U26-7 U26-8 U32-1 U32-2 OPM0 OPM1 OPM2 OPM3 OPM4 OPM5 OPM6 OPM7 OPM8 OPM9-12 OPM13 OPM14 OPM15 OPM16 OPM17 OPM18 OPM19 OPM20 OPM21 OPM22 OPM23 OPM24 OPM25 OPM26 OPM27 OPM28 OPM29 OPM30 OPM31 CONNECTS J1A-5-10 J1A-11,12 J1B-13,14 J2-4 J2-5 J2-6 J2-7 J2-8 J2-11 J1B-13 J1B-21 J2-9,10 J2-14 J3-9,10 J311-13 OPS-1,2 OPS-3,4 OPS-5,6 OPS-7,8 OPS-9,10 OPS-11,12 OPS-13,14 OPS-15,16 OPS-17,18 OPS-19-26 OPS-27,28 OPS-29,30 OPS-31,32 OPS-33,34 OPS-35,36 OPS-37,38 OPS-39,40 OPS-41,42 OPS-43,44 OPS-45,46 OPS-47,48 OPS-49,50 OPS-51,52 OPS-53,54 OPS-55,56 OPS-57,58 OPS-59,60 OPS-61,62 OPS-63,64
OPTO-22 Board
Designation G4OAC5 G4IDC5 G4IAC5 Color Black White Yellow Application Output, AC Input, DC Input, AC
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:
REMOTE OUTPUT OUTPUT RELAY
OPM-XX

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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 boards 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).
REMOTE INPUT INPUT RELAY RELAY
OPM-XX
NOTE
See Appendix I for a detailed description of the digital input/output system including step-by-step troubleshooting procedures.
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1.4.11 Speed Sensor
The microprocessor speed sensor, shown in Figure 1.44, is a magnetic pick-up located on the drivers 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 pickups 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.
Raw Signal Approximately 2V RMS 30V Peak to Peak
Conditioned Signal 5V Peak Square Wave
Flywheel
J1-11,12 Interface Board 0.020" Gap
Processor Board
Figure 1.44 Speed Sensor (Magnetic Pickup)

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2.1 Operator Interface
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 2line, 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 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 RS485 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.
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

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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. 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 S27), 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) DIP Switch S1-1 S1-2 S1-3 S1-4 S1-5 S1-6 S1-7 S1-8 S2-1 S2-2 S2-3 S2-4 S2-5 S2-6 Local Pressure/Temperature Cycling Customer Process Setpoint Input Auto Alarm Reset Prealarm Reset Additional Prealarm Auto Restart Runswitch Schedule Run Schedule Setpoint Network Master Function Factory Default Setting Off Off (Pressure) Off Off Off On Off On Off Off Off Off 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.
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 righthand 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:
Network Start/Stop Slave Off Network Capacity Slave Off
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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. 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. 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. 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. 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. Clears alarm or prealarm readout from the display so that other readouts may be viewed. Does not reset the alarm or prealarm.
RESET
(UP)
(DOWN)
ENTER
CLEAR
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 SETPOINT TO CHANGE MAX SPEED TO CHANGE DATE AND TIME Manual Setpoint Mode (S1-4 off). Go to home page, line 1. Press ENTER and DOWN key simultaneously to decrease, ENTER and UP key to increase. Go to home page, line 2 Press ENTER and DOWN keys simultaneously to decrease, ENTER and UP keys to increase Go to home page, line 10. Press "SCROLL" to make a change. First entry (month) will blink. 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.

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Table 2.2 Front Panel Indicators
Name READY STARTUP RUN SHUTDOWN Color Green Green Green Yellow Red Green Function Unit is shut down, ready to start when a run signal is received. Runswitch is closed (Auto Mode) or START key pressed (Manual Mode) and unit is beginning the start, warmup, and run sequence. Unit is in full operation, providing refrigeration load. 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. An alarm condition exists, shutting down the unit. LED blinks when runback or prealarm condition exists without an alarm. 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. The STOP key has been pressed to perform a normal shutdown, or the unit has been shut down by an alarm.
ALARM START
STOP
Red
Table 2.3 Display Readouts

Scroll Home Up RPM, Slide Valve, Setpoint, Actual Controlled Variable Max RPM Capacity, Throttle SST, SH SDT, SH Runtime, Starts EFLH, Avg. Load Counters A and B Counters C and D Down Vcc, Vbat, V12, Vzero, Time and Date Customer 1-4 Catalyst Out, In Suction Suction Customer 1 Most Recent Alarm Date and Time Next Most Recent Next Most Recent Next Most Recent Next Most Recent ...... Oldest Alarm Last Power Loss Date and Time Temperatures Pressures Customer Voltage Alarms
Discharge Compressor Oil Oil Separator Coolant Engine Oil Dump HX Out Process (Option)
Discharge Compressor Oil Oil Filter Coolant Engine Oil
Customer 2 Customer 3 Customer 4
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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. 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 units setpoint and the average of all units 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 units Processor Board. Appendix N contains network wiring details. Turning off switch S2-4 disables the Network Master control. 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 customers 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 S23, 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 units setpoint operates normally. Network Master (S2-4)

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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 plants 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. 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 computers 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 modems 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 PCs 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).
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.
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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 units 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 units 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 softwares on-line help feature.

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2
Figure 2.2 WinRMCS Welcome Screen
Figure 2.3 Modem Setup Window ( Access by Clicking
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2
Figure 2.4 WinRMCS Phone Directory
Figure 2.5 Phone Directory Window (Access by clicking

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2
Figure 2.6 Status Display (Access by clicking )
Figure 2.7 Alarm History Display (Access by clicking
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2
Figure 2.7 Dip Switch Settings Display (Access by clicking )
Figure 2.8 Capacity History Display (Access by clicking

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Advanced RMCS Features 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.
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 machines 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 units 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.
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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 ones 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. 2. 3. System must be in Ready mode. DIP switch S1-1, local mode must be on, or DIP switch S2-1, the Runswitch, must be off. Press the START key on the control panel. The LED on this key should illuminate and the start sequence should begin.
Automatic Start 1. 2. 3. System must be in Ready mode. DIP switch S1-1, local mode must be off. DIP switch S2-1, the Runswitch, must be on.

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Table 2.4 Alarm Setpoint Values

Name
LO SUCT DP ALM (X10),
Description
Suction pressure below setpoint for alarm (X10) Low suction pressure alarm delay (sec) Suction pressure below setpoint for prealarm (X10) Low suction pressure prealarm delay (sec) Suction pressure above setpoint for prealarm (X10) High suction pressure prealarm delay (sec) Process temperature below setpoint for alarm (X10) Low process temperature alarm delay (sec) Process temperature below setpoint for prealarm (X10) Low process temperature prealarm delay (sec) Process temperature above setpoint for prealarm (X10) High process temperature prealarm delay (sec) Delay to aux safety #1 alarm (sec) Delay to aux safety #2 alarm (sec) Delay to aux safety #3 alarm (sec) Delay to aux safety #4 alarm (sec) Delay to aux prealarm #1 (sec) Delay to aux prealarm #2 (sec) Delay to aux prealarm #3 (sec)
Default Minimum Maximum

80 60 50 60 150 600 80 60 50 60 150 600 10 10 10 10 10 10 10 20 10 10 10 10 10 20 10 10 10 10 10 1 1 1 1 1 1 1 150 120 150 120 300 1200 150 120 150 120 300 1200 120 120 120 120 120 120 120
LO SUCT ALM DEL (S) , LO SUCT DP PAL (X10), LO SUCT PAL DEL (S) , HI SUCT DP PAL (X10), HI SUCT PAL DEL (S) , LO PROC DT ALM (X10), LO PROC ALM DEL (S) , LO PROC DT PAL (X10), LO PROC PAL DEL (S) , HI PROC DT PAL (X10), HI PROC PAL DEL (S) , AUX SAFETY 1 DEL (S), AUX SAFETY 2 DEL (S), AUX SAFETY 3 DEL (S), AUX SAFETY 4 DEL (S), AUX PALM 1 DEL (S) , AUX PALM 2 DEL (S) , AUX PALM 3 DEL (S)
2-14

(rev03-01)
System Operation
Table 2.5 Calibration Values (<F9> in Advanced Level)
Name PASSWORD (RESERVED) , RUN FLAG (RESERVED) , STARTS , HOURMETER (X60) , POWER TIME (X60) , ALARM TIME (X60) , COUNTER 1 , COUNTER 2 , COUNTER 3 , COUNTER 4 , P SETPOINT (X10) , P SETPOINT MAX (X10), P SETPOINT MIN (X10), P SETPT SPAN (X10) , P SETPT OFFSET (X10), CYCLE STOP DP (X10) , CYCLE START DP (X10), T SETPOINT (X10) , T SETPOINT MAX (X10), T SETPOINT MIN (X10), T SETPT SPAN (X10) , T SETPT OFFSET (X10), CYCLE STOP DT (X10) , CYCLE START DT (X10), CYCLE DELAY (SEC*3) , CYC DEL FAST (SEC*3), CONTROL PROP GAIN , CONTROL DERIV GAIN , MAX LOAD RATE (X10) , MAX UNLD RATE (X10) , MAX ACCEL RATE , MAX DECEL RATE , MAXIMUM RPM , NETWORK NODE COUNT , UNUSED - 35 , UNUSED - 36 , UNUSED - 37 , UNUSED - 38 , UNUSED - 39 , UNUSED - 40 , UNUSED - 41 , SUCTION T COR (X10) , DISCH T COR (X10) , COMP OIL T COR (X10), OIL SEP T COR (X10) , COOLANT T COR (X10) , ENG OIL T COR (X10) , DUMP HX T COR (X10) , PROCESS T COR (X10) , CUST 1 T COR (X10) , CUST 2 T COR (X10) , CUST 3 T COR (X10) , CUST 4 T COR (X10) , CAT OUT T COR (X10) , CAT IN T COR (X10) , SUCTION P COR (X10) , DISCH P COR (X10) , COMP OIL P COR (X10), OIL FILT P COR (X10), COOLANT P COR (X10) , ENG OIL P COR (X10) , CUST V1 OFFSET , CUST V2 OFFSET , CUST V3 OFFSET , CUST V4 OFFSET , CUST V1 SPAN , CUST V2 SPAN , CUST V3 SPAN , CUST V4 SPAN , STORAGE TIME (MIN) , UNUSED - 71 , UNUSED - 72 , UNUSED - 73 , UNUSED - 74 , UNUSED - 75 , UNUSED - 76 , UNUSED - 77 , UNUSED - 78 , UNUSED - 79 , UNUSED - 80 , Description Indication of previous access Running if value is 2036690762 Engine cranks to date Minutes run to date Total minutes controller has been powered Total minutes unit has been in alarm Customer counter 1 value Customer counter 2 value Customer counter 3 value Customer counter 4 value Pressure setpoint X 10 Maximum pressure setpoint X 10 Minimum pressure setpoint X 10 Pressure setpoint input span X 10 Pressure setpoint offset X 10 Pressure difference to cycle off X 10 Pressure difference to cycle on X 10 Temperature setpoint X 10 Maximum temperature setpoint X 10 Minimum temperature setpoint X 10 Temperature setpoint input span X 10 Temperature setpoint offset X 10 Temperature difference to cycle off X 10 Temperature difference to cycle on X 10 Delay to load cycle off (seconds X 3) Delay to pressure cycle off (seconds X 3) Pressure/temperature proportional gain Pressure/temperature derivative gain Maximum capacity loading rate (%/sec X 10) Maximum capacity unloading rate (%/sec X 10) Maximum acceleration rate (RPM/sec) Maximum deceleration rate (RPM/sec) Maximum speed Number of nodes on network for slave control Unused Unused Unused Unused Unused Unused Unused Suction temp correction X 10 Discharge temp correction X 10 Compressor oil temp correction X 10 Oil separator temp correction X 10 Coolant temp correction X 10 Engine oil temp correction X 10 Dump HX temp correction X 10 Process temp correction X 10 Customer 1 temp correction X 10 Customer 2 temp correction X 11 Customer 3 temp correction X 12 Customer 4 temp correction X 13 Catalyst outlet temp correction Catalyst inlet temp correction Suction press correction X 10 Discharge press correction X 10 Compressor oil press correction X 10 Oil filter press correction X 10 Coolant press correction X 10 Engine oil press correction X 10 Customer voltage 1 reading at 0 VDC Customer voltage 2 reading at 0 VDC Customer voltage 3 reading at 0 VDC Customer voltage 4 reading at 0 VDC Customer voltage 1 span for 10 VDC Customer voltage 2 span for 10 VDC Customer voltage 3 span for 10 VDC Customer voltage 4 span for 10 VDC Storage time for averaging records in minutes Unused Unused Unused Unused Unused Unused Unused Unused Unused Unused Default Minimum Maximum 2036690762 2036690762 2036690762 0 0 4294967295 0 0 4294967295 1 1 4294967295 0 0 4294967295 0 0 4294967295 0 0 4294967295 0 0 4294967295 0 0 4294967295 0 0 4294967295 0 -400 1000 1000 -400 1000 -400 -400 1000 200 -1000 1000 0 -1000 1000 100 50 300 100 50 300 0 -400 1000 1000 -400 1000 -400 -400 1000 200 -1000 1000 0 -1000 1000 100 50 300 100 50 300 10800 1800 21600 900 180 1800 10 1 50 50 5 250 6 3 20 6 3 20 10 3 50 10 3 50 3000 1500 3200 0 0 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -50 50 0 -10 10 0 -10 10 0 -20 20 0 -100 100 0 -100 100 0 -100 100 0 -20 20 0 -20 20 0 -1000 1000 0 -1000 1000 0 -1000 1000 0 -1000 1000 100 -10000 10000 100 -10000 10000 100 -10000 10000 100 -10000 10000 30 1 120 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

(rev03-01)
2-15
System Operation
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.
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). 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. 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 controllers proportional/ derivative control algorithm.
2.
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. 2. The controller resets the engines throttle and waits for a start signal. The Oil Heater(s) are cycled to maintain a proper compressor oil temperature. (See Table 2.6 and 2.7 for temperature). 3.
STARTUP Mode 1. The compressor oil pump energizes and oil pressure is checked. The slide valve is fully opened. 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). 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. The engine idles for approximately 10 seconds and then goes into Warmup mode.
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 compressors 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. 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.
2.
3.
4.
2.
WARMUP Mode 1. 2. The controller adjusts the throttle to hold the minimum operating speed. Once the engine temperature reaches 140F, or when 3 minutes have elapsed, the system goes into Run mode.
Note
It is possible that both slide valve position and speed will change during rapid transients.
2-16

(rev03-01)
System Operation
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. 2. 3. 4. 5. Press the STOP key on the control panel. The LED on this key should illuminate. The throttle will begin closing to reduce the engine speed to the minimum of 1500 RPM. When the engine speed reaches the minimum, the slide valve is unloaded. When the slide valve is fully unloaded, the gas valve closes and the engine stops. After the pumps are turned off, microprocessor goes back to Ready mode. the 2. 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. The unit will remain in Read Mode until suctin pressure rises above setpoint at which time it will enter Startup Mode.
2.
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. 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.
Automatic Shutdown 1. 2. 3. DIP switch S1-1 must be off. DIP switch S2-1 must be on. 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. The remainder of the Shutdown procedure is the same as the procedure described in the Manual Shutdown section.
4.

(rev03-01)
2-17
System Operation
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 F ..................................................................................................................................................................................... SUCTION: Maximum Pressure at 100% Capacity ...............................................................................................................75 psig COMPRESSOR OIL: Maximum Temperature......................................................................................................................................155 F Minimum Temperature ........................................................................................................................................50 F 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 F SUCTION PRESSURE CUTOUT: Set to Saturated Pressure corresponding to 10F 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 F R-22 ..........................................................................................................................................................130 F Liquid Injection Cooled Units (SOC): R-717 ........................................................................................................................................................130 F R-22 ..........................................................................................................................................................140 F COMPRESSOR OIL TEMPERATURE CUTOUTS: Upper ................................................................................................................................................................155 F Lower ..................................................................................................................................................................95 F COMPRESSOR OIL SUMP TEMPERATURES: Minimum Above Saturated Discharge Temp: R-717 ..........................................................................................................................................................20 F R-22 ............................................................................................................................................................20 F Maximum Cutout ...............................................................................................................................................212 F ENGINE COOLANT PRESSURE: Operating Range ........................................................................................................................................35 - 50 psig Minimum Cutout ................................................................................................................................................20 psig Maximum Cutout ...............................................................................................................................................55 psig ENGINE COOLANT TEMPERATURE: Operating Temperature .....................................................................................................................................180 F Minimum Cutout ................................................................................................................................................155 F Maximum Cutout ...............................................................................................................................................230 F ENGINE OIL PRESSURE Minimum Cutout ................................................................................................................................................20 psig ENGINE OIL TEMPERATURE Maximum Cutout ................................................................................................................................................230 F
2-18

(rev03-01)
System Operation
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 F ..................................................................................................................................................................................... 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 F Minimum Temperature ........................................................................................................................................50 F 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 F Externally Cooled Units (WCOC, TSOC): ..........................................................................................................212 F SUCTION PRESSURE CUTOUT: Set to Saturated Pressure Corresponding to 10F 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 F R-22 Booster .............................................................................................................................................120 F Liquid Injection Cooled Units (SOC): R-717 Booster ...........................................................................................................................................130 F R-22 Booster .............................................................................................................................................140 F COMPRESSOR OIL TEMPERATURE CUTOUTS: Upper ................................................................................................................................................................155 F Lower ..................................................................................................................................................................95 F COMPRESSOR OIL SUMP TEMPERATURES: Minimum Above Saturated Discharge Temp: R-717 ..........................................................................................................................................................20 F R-22 ............................................................................................................................................................30 F Maximum Cutout ...............................................................................................................................................212 F ENGINE COOLANT PRESSURE: Operating Range ........................................................................................................................................35 - 50 psig Minimum Cutout ................................................................................................................................................20 psig Maximum Cutout ...............................................................................................................................................55 psig ENGINE COOLANT TEMPERATURE: Operating Temperature .....................................................................................................................................180 F Minimum Cutout ................................................................................................................................................155 F Maximum Cutout ...............................................................................................................................................230 F ENGINE OIL PRESSURE Minimum Cutout ................................................................................................................................................20 psig ENGINE OIL TEMPERATURE Maximum Cutout ...............................................................................................................................................230 F

(rev03-01)
2-19
System Operation
2-20

(rev03-01)
Routine Service
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
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.
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.
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
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:
EFLH = [Operating Hours] x
Average Capacity % Capacity %
See Appendix E.7. Carburetor Adjustment and Emissions Check See Appendix B.2.
For example, if the unit operates at 50 percent of its rated capacity for one hour, 0.5 EFLH will have been logged.
TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual

(rev03-01)
3-1
Routine Service
Table 3.1 TecoFROST Scheduled Service Interval Guidelines
Category A Interval
750 EFLH or 1500 Operating Hours (Whichever Comes First)
Item
Air Filter Battery Timing Carburetor Engine Oil Filter Spark Plugs & Wires Coupling Compressor Shaft Seal Compressor Oil Level General 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
Action
Replace Inspect Check & Adjust if Necessary Check & Adjust if Necessary Replace Replace Inspect Monitor Leakage Rate Check Check for Leaks, Check Electrical Connectors 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 Replace
1500 EFLH or 3000 Operating Hours (Whichever Comes First)
3
C
6000 EFLH or 12000 Operating Hours (Whichever Comes First) Typical Life* Annual or 8000 Operating Hours (Whichever Comes First)
Cylinder Heads
D E
Engine, Partial 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 Startup & Shutdown Thermostatic Valve Compressor Shaft Seal Compressor Oil Coupling Class C Inspection
Replace as indicated by Blowby and Compression Tests Clean Clean Replace Replace Check Operation & Log Check & Log Check & Log Check & Log Contact Factory Follow Procedure Replace element Replace Replace Replace Contact Factory (every 35,000 operating hours)
F G
Seasonal As Required
* Typical engine life with proper service is 10,000-15,000 EFLH or 20,000-25,000 operating hours, (whichever comes first)
3-2

(rev03-01)
Routine Service
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.
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
Leakage Rate Monitoring Drops Per Minute (dpm) Up to 2 drops in 5 minutes 1 drop per minute 10 drops per minute Evaluation Normal Monitor Weekly Replace Shaft Seal
Note
The old filter gasket will often adhere to the engine block when old filter is removed. Always make certain that the filter-toengine 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.
Monitoring Oil Collection Container Up to 1/2 Full in 300 Run Hours Normal 1/2 Full in 150 Run Hours Monitor Weekly 1/2 Full in 24 Run Hours Replace Shaft Seal
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).
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.

(rev03-01)
3-3
Routine Service
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.
RECOMMENDED LUBE OIL VISCOSITY

Initial Viscosity* (Zero Hours) 80 90 100 110 Maximum Recommended Viscosity 120 140 165 180 190
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.
120
*Kinematic Viscosity (cSt at 40C) Viscosities based on single grade mineral-based oil (ASTM D445 or ASTM D88 Test Method)
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)
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 55gallon 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
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).
3-4

(rev03-01)
Routine Service
Follow these steps for cleaning: 1. 2. Isolate the tube-side of the dump HX by using the ball valves (on the TecoFROST skid). Crack 2 unions on tube-side inlet and outlet to relieve pressure and drain the HX. 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 samples 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.
Warning
Water may be hot. Take proper precautions. 3. 4. 5. 6. Break the unions. Remove the HX end caps, bolts, and heads. Clean the tubes with a brush sized for .0331-ID tubes . Reassemble the system by reversing the procedure just described.
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.
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 OilsProperties and Applications and ENG-6 FES Recommended Oil Specification. 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
B.
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)
3-5
Routine Service
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. B. Close the TecoFROST discharge stop valve. Transducer Check Verify that all sensors are reading correctly. 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.
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).
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.
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. J. Evacuate package if required for refrigerant type used. Return valves to their original operating positions following the previous procedure in reverse. Conduct a leak test.
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.
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.
3-6

(rev03-01)
Routine Service
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. 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.
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
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)
3-7
Routine Service
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. 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. 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. Lubricate the gasket of the new filter element with oil. Screw element on until gasket makes contact; then tighten one-half turn. Open the valves closed in step B. Close the disconnects to the compressor oil pump and engine coolant pump motors. The filter is now ready to be placed in service and the compressor is ready to be restarted.
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. 4.
5. 6.
Compressor Oil Filter Replacement - 16S & 16L TecoFROST 16S & 16L compressor packages are furnished with one 15 micron replaceable cartridge oil filter.
7.
3
1. 2.
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): 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. 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). 8.
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.
3-8

(rev03-01)
Routine Service
2. Close the inlet service stop valve (V18) to the filter and the outlet stop valve (V22) from the filter. 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. 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. Remove and keep the nuts holding the filter cartridge retainer. Remove and keep the filter cartridge retainer. 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. Clean the canister interior with clean oil and wipe with a lint free cloth. Install the new filters and retainer. Reinstall the retainer nuts. Install the cover and oil soaked O-ring using the original cap screws. 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.
3.
4.
5.
6.
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 separators 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
7. 8. 9.
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.
Verify that the compressor is aligned correctly. Report any runout readings greater than .003 to Tecogen.

(rev03-01)
3-9
Routine Service
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. 2. Depress the STOP button on the control panel display to shutdown the compressor. Turn Control Power off by opening fuses F1 & F2. Open oil heater fuse F3 (also F4 and F5 for booster models). Open disconnects to the starter motor and oil pump and engine coolant pump motors. Close the suction and discharge valves. If used, close SOC feed and economizer feed valves. Attach CLOSED tags. 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. Complete the evacuation procedure outlined below in Section 3.8. 2. 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. 11. Tape off the air inlet to the engine at the carburetor. 12. Tape off the exhaust outlet.
3. 4.
Note
If system was drained at end of previous season, bleed all air from water loops before starting system. 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. Inspect the compressor for any damage or corrosion that may have occurred during prolonged shutdown. 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. Close disconnects to the coolant pump and oil pump motors. Remove tape from the carburetor inlet and the exhaust outlet. Turn on the natural gas fuel supply. Check that all refrigerant system valves are in their normal positions. Check that all drain plugs and valves are closed.
5.
6.
3.
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. 8. 9. Shut off the natural gas fuel supply. Disconnect the negative battery cable. If the TecoFROST will be exposed to subfreezing temperatures, confirm glycol concentration in engine coolant is adequate to protect against freezing.
4.
5. 6. 7. 8. 9.
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.
10. Check that there are no obstructions in: 11. Engine air inlet.
3-10

(rev03-01)
Routine Service
12. Engine exhaust. 13. Refrigerant vent line. 14. Natural gas vent lines. Compressor Shaft Seal Replacement 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. 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.
3.7 Category G Service

("AS REQUIRED" ITEMS, NO INTERVAL SPECIFIED)
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)
3-11
Routine Service
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. 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. 6. Reassemble the valve body by reconnecting the union(s) and installing the flange bolts. Open the coolant supply to refill the unit while bleeding air from the hose connection. Open the supply and return valves to the heat recovery system. Cycle the unit to be sure air is bled from the dump heat exchanger and the rest of the system. Also, check for leaks.
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. If the unit is equipped with a heat recovery option, shut off the valves at the heat recovery system supply and return. 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. 7. 8.
2.
Engine Valve Adjustment Perform adjustment every 3000 EFLH or 6000 operating hours, whichever occurs first. See Appendix F for procedure.
3.
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 bodys B port.
3-12

(rev03-01)
Routine Service
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. 2. Attach a vacuum pump to the oil fill valve (V6) on the oil separator. Evacuate the system to a vacuum pressure less than 29 in. Hg (3000 micron, if possible).
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).
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.

(rev03-01)
3-13
Routine Service
3-14

(rev03-01)
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)
4-1
4.1 Prealarms
selection is also made through DIP switch settings on the Interface Board (see Table 1.5) Prealarms can be categorized into t wo t y p e s : i n f o r m a t i o n a l prealarms and runback prealarms. The two types are discussed in the subsections that follow.
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 Section 4.2 for the troubleshooting procedure.
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 Ta b le 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
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:
Permanent (1)
Time Delay
Shutdown
4
Number Name Informational Prealarms 12 LO COMP OIL PRESS 14 HI OIL FILTER PRESS 19 LO PROCESS TEMP 20 HI DUMP HX TEMP 23 CHECK_ENGINE 26 LO SUCTION PRESS 27 HI SUCTION PRESS 28 EMISSIONS FAULT2 39 44 45 47 HI PROCESS TEMP AUX PREALARM 1 AUX PREALARM 2 AUX PREALARM 3
Table 4.1 TecoFROST PreAlarm Chart
Startup
Ready
Limit
50 psi X 20 psi 1-15F below setpoint X 150F X Non-alarm DTC 1-15psi below setpoint 1-30 psi above setpoint X Alarm DTC or O2 out of range (See note 2) 1-30F above setpoint Optional switch out of position Optional switch out of position Optional switch out of position X 220F X 220F X 1375F
None 90 seconds 10-120 seconds 15 seconds 90 seconds 10-120 seconds 10-1200 seconds 90 seconds 10-12000 seconds 1 to 120 seconds 1 to 120 seconds 1 to 120 seconds
Runback Prealarms 1 HIGH COOLANT TEMP 2 HIGH OIL TEMP 3 HIGH CATALYST TEMP
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)
4-2

(rev03-01)
Stop
Run
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 he following steps are 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 85F 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 by cross-checking the 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)
4-3
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 from the PCM to the 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 E mission Co ntrol Sys tem, 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. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.
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. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.
4-4

(rev03-01)
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 outp ut based o n a p rocess 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. Refer to the respective alarm in Section 4.2 for troubleshooting procedure.
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)
4-5
4.1.2 Runback Prealarms 1 Hi Coolant Temp
(High Engine Coolant Temperature) 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. 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.
4-6

(rev03-01)
3 High Catalyst Temp
(High Catalyst Temperature) This runback prealarm applies only to units that are equipped with the Teco Dr ive Lo w 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. 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).
4.2
Alarms
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)
4-7
Table 4.2 TecoFROST Alarm Chart
Shutdown (1) Time Delay
Shutdown
Number
Startup
Resets
Ready
Name
Limit
1 2 3 4 5 6 7 8 9 10 11 12 13 15 16 17
STARTING FAILURE HI ACCEL TIME OVERSPEED UNDERSPEED HI ENG OIL PRESS LO ENG OIL PRESS HI ENG OIL TEMP LOGIC VOLTAGE FAULT LO COOLANT PRESS HI COOLANT PRESS HI COOLANT TEMP LO COMP OIL PRESS HI COMP OIL PRESS HI DISCHARGE PRESS HI DISCHARGE TEMP HIGH CATALYST TEMP LO COOLANT TEMP LO PROCESS TEMP HI ENCLOSURE TEMP LO COMP OIL TEMP HI COMP OIL TEMP HI OIL SEP TEMP LO SUCTION PRESS EMISSIONS FAULT LO COOLANT FLOW ESTOP/IGN PWR FAIL ENGINE OIL LEVEL CRANK FAILURE LO COMP OIL LEVEL LO OIL SEP TEMP HI SV UNLOAD TIME OIL PUMP INTERLOCK ANALOG FAULT MAG PICKUP FAILURE AUX SAFETY 1 AUX SAFETY 2 AUX SAFETY 3 AUX SAFETY 4
I I I I I I I I F F I I F I I I N F F N F F F N F I N I F N I I I I F I F I
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 1 2 1 1 2 1 1 0 2 0 1 1 1 1 1 1 1 1 1 1
5 attempts Failure to reach minimum RPM 3600 RPM 400 / minimum RPM - 50 5 psig 30 psig 225F Not between 4.9 and 5.1 VDC 20 psig 55 psig 225F / 210F before crank 50 psi (See note 2) 100 psi above discharge 250 psig 200F 1400F or thermocouple failure 150F 2-15F below setpoint 160F 85F 200F 180F 2-15 psi below setpoint Alarm DTC or O2 out of range (See note 3) Optional switch No ignition power Level switch tripped Failure to reach 20 RPM Level switch tripped 85F Failure to reach 25% Verify input not equal to output Analog V not between 10 and 15 VDC 200 RPM difference from distributor Optional switch out of position Optional switch out of position Optional switch out of position Optional switch out of position 1 second 1 to 120 seconds 1 to 120 seconds 1 to 120 seconds 1 to 120 seconds 15 seconds 2 seconds 3 minutes 15 minutes 4 minutes 3 seconds 10-120 seconds 90 seconds 15 minutes 30 seconds 15 minutes 10-120 seconds 10 seconds 10 seconds 0 / 180 seconds 60 seconds 60 seconds 0 / 30 seconds 1 second 1 second 4 minutes
18 19 21 22 24 25 26 28 29 30 31 32 33 34 35 36 37 38 40 41 42 43
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.
4-8

(rev03-01)
Stop
Run
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 C A LI B R AT E mo d e b y pressing ENTER, STOP, and CLE AR simultaneo usly. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ and ENTER keys 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 display is increasing. 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. 2. Check that connector J13 at the throttle stepper motor is still plugged together. 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 C A LI B R AT E mo d e b y pressing ENTER, STOP, and CL E AR simultaneo usly. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ and ENTER keys 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 display is increasing. 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.
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.

(rev03-01)
4-9
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 condensers 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 f o l l o wi n g p r o c e d u r e s a r e 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 C ALI B R AT E mo d e b y pressing ENTER, STOP, and CL E AR simultaneo usly. Energize the stepper motor by scrolling to the appropriate page and then pressing the ^ and ENTER keys 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 display is increasing. 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 drivers side magnetic pickup and the flywheel is 0.02 0.002.
4-10

(rev03-01)
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 relief valve using the procedure in Appendix F.11. 3. Replace the engine oilpressure 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)
4-11
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 1215 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.
10 Hi Coolant Press
(High Engine Coolant Pressure)
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 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.
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 1215 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 CL E AR simultaneo usly. 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) and that the gage and transducer agree. If the pump develops excessive pressure, go to step 3; otherwise go to step 4.
2. Enter CALIBRATE mode by pressing ENTER, STOP, and CLE AR simultaneo usly. Energize the coolant pump by scrolling to the appropriate page and then pressing the UP and ENTER keys 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 operates, confirm that 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.
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.
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.
4-12

(rev03-01)
11 Hi Coolant Temp
(High Engine Coolant Temperature) 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. 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 are recommended for 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
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 180F, but the mix temperature (Port A) is greater than 195F, then 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 195F. 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.
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).
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.
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 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.

(rev03-01)
4-13
12 Lo Comp Oil Press
(Low Compressor Oil Pressure) This alarm indicates that the compressor oil pressure during the three Modes where the 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. 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 recalibrate 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.
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 oper ates pr op er ly. If inoperative check appropriate fuses, relays, and associated wiring. W hile still in CALIBRATE mode, verify that the oil pressure regulator, which controls oil pressure, is properly adjusted.
4-14

(rev03-01)
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)
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 co nfused with an identical thermocouple at the catalyst inlet. Refer to the TecoDrive 7400 Em ission Control System , Operation and Maintenance Manual for troubleshooting the Low Emissions Control System.
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 are recommended for troubleshooting: 1. Check the calibration of thermistor TSN1, recalibrate or replace as required. 2. Refer to the troubleshooting procedure for HI COMP OIL TEMP.
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)
4-15
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. T h e f o l lo wi n g s t e p s a r e recommended for troubleshooting:
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 ind eed d rop ping b elow 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.
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 movement of the mechanism; it should begin to open at approximately 170F and should be fully open at 195F (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.
4-16

(rev03-01)
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 130F. 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. Other wise, 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 130F and close at 150F. 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 saturated discharge temperature is being depressed below normal by 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 130F and close at 150F. 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)
4-17
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 saturated discharge 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 l u mb i n g a r e p r o p e r 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 140F the heater(s) should not be energized. Below 130F 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.
4-18

(rev03-01)
28 Emissions Fault
(Emissions Controller Fault) 2. Check the function of the throttle stepper motor in CALIBRATE mode. Enter C ALI B R AT E mo d e b y pressing ENTER, STOP, and CLE AR simultaneo usly. Energize the stepper motor by scrolling to the appropriate page and then pressing the UP and ENTER keys 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 display is increasing. 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 the unit stopped in CALIBRATE mode. If it unloads too slowly the compressor unloading may be too slow to prevent 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 buildings 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. Rep r o gra m the suc tio n pressure alarm setpoint as needed. This alarm applies only to units with the Teco Dr ive Lo w 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 from the PCM to the microprocessor via two signals. The first is through input opto MI7 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.
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).

(rev03-01)
4-19
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. 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 MO8 to R4 to the pump starter transfor mer. Co mplete 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.
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.
4-20

(rev03-01)
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 operating properly, 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 mod ule 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, " H i g h " o r " Lo w, " b y disconnecting the wiring and checking continuity across each one. If neither switch shows a closed circuit, refer to Appendix I for troubleshooting the Microprocessor Input/Output System.
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.
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

(rev03-01)
4-21
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). The following steps are 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.
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 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. 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.
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).
4-22

(rev03-01)
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 are recommended for 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: 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. Check the operation of the Load/Unload Solenoids Confirm that no valves are closed upstream of the slide valve ports on the 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. 4-23 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)
36 Oil Pump Interlock 37 Analog Fault
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:
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).
This alarm indicates that the 12 VDC power from the 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 Appendix K.1 for 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 J113. 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.
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 microprocessor circuit 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.
4-24

(rev03-01)
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: Check that the gap between the magnetic pickup and the flywheel is 0.02 0.002. Check that the flywheel teeth are not damaged
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.
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 pickup 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.
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 ones ability to quickly troubleshooting 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. 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 pickup:

(rev03-01)
4-25
4.3 Non-Alarm Conditions
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.
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
Table 4.3 Engine Mechanical Diagnosis
PROBLEM Rough Idle
POSSIBLE CAUSE 1. Fuel or ignition system problem. 2. Uneven cylinder compression. 3. Bent pushrod or broken valve spring.
CORRECTION 1. Adjust or repair, as necessary (see Part II). 2. Perform a compression test. Repair engine, as necessary. 3. Repair. 1. None required.
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. Low oil pressure. 2. 3. 4. 5. 6. 7. 8. 1. Loose rocker arm attachments. Worn rocker arm and/or pushrod. Broken valve spring. Sticking valves. Lifters worn, dirty, or faulty. Camshaft worn or faulty. Worn valve guides. Loose or broken torsional damper.
2. Check for leaks in exhaust manifold adapter gasket, exhaust heat exchanger coils, or intake manifold. Repair, as necessary. 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. 1. Tighten or replace, as necessary. 2. Replace engine. 3. Replace connecting rod. 1. Replace engine, as necessary. 2. 1. 2. 3. Replace engine, as necessary. Adjust to specifications. Tighten bolts and/or replace gaskets. Replace engine, as necessary.
Valve Train Noise
Engine Knocks Cold And Continues For Two to Three Minutes. Knock Increases With Torque. Engine Has Heavy Knock Hot With Torque Applied. Engine Has Light Knock Hot In Light Load Conditions.
2. Excessive piston to bore clearance. 3. Bent connecting rod. 1. Excessive main bearing clearance. 2. 1. 2. 3. Excessive rod bearing clearance. Improper timing. Exhaust leak at manifold. Excessive rod bearing clearance.
4-26

(rev03-01)
Powder Method 1. Clean the suspected area. 2. Apply an aerosol-type powder (such as foot powder) to the suspected area. 3. Operate the conditions. unit under normal operating 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. 2. Operate the unit under normal operating conditions as directed in the kit.
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.
Table 4.3 Engine Mechanical Diagnosis (Continued)

PROBLEM Engine Knocks On Initial Startup But Only Lasts A Few Seconds. Engine Knocks At Idle Hot POSSIBLE CAUSE 1. Improper oil viscosity. 2. Hydraulic lifter bleed down. CORRECTION 1. Install proper viscosity oil. 2. Refer to "Diagnosis of Hydraulic Lifters."
1. 2. 3. 4. 5.
Engine Speed Erratic
Valve train. Improper oil viscosity. Excessive piston pin clearance. Connecting rod alignment. 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. Engine power loss.
1. 2. 3. 4. 5.
Refer to "Valve Train Noise." Install proper viscosity oil. Replace engine, as necessary. Replace engine, as necessary. Replace engine, as necessary.
6. Torque or replace any worn parts. Check for clogged air filter, insufficient fuel pressure. Replace filter or correct fuel pressure problems. Refer to Excessive Oil Loss diagnosis. 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.
Blue Smoke Excessive Oil Loss
Usually caused by oil burning in the combustion chambers. 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.

(rev03-01)
4-27
Gasket Leaks Check for: 1. High fluid level or high oil pressure. 2. Plugged ventilation filters, or valve. 2. Plugged ventilation filter or valve. 3. Damaged seal bore (scratched, burred, or nicked). 3. Improperly tightened fasteners or dirty/damaged threads. 4. Damaged or worn seal. 4. Warped flanges or sealing surface. 5. Improper installation. Seal Leaks Check for: 1. High fluid level or high oil pressure.
5. Scratches, burrs, or other damage to the sealing 6. Cracks in component. surface. 7. Shaft surface scratched, nicked, or damaged. 6. Damaged or worn gasket. 8. Loose or worn bearing causing excess seal wear. 7. Cracking or porosity of the component. 8. Improper sealant used, or no sealant where required.
Table 4.4 Diagnosis of Hydraulic Lifters
PROBLEM Momentarily Noisy When Engine Is Started
POSSIBLE CAUSE 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.
CORRECTION None needed.
Intermittently Noisy On Idle Only, Disappearing When Engine Speed Is Increased Noisy At Slow Idle Or With Hot Oil Only Noisy At High Speeds, Quiet At Low Speeds
1. Dirt in hydraulic lifter. 2. Pitted or damaged check ball.
1. 2.
Disassemble and clean. Replace the hydraulic lifter.
High leak down rate.
Replace the hydraulic lifter.
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. 4.
Repair. Repair.
4-28

(rev03-01)
Table 4.4 Diagnosis of Hydraulic Lifters (Continued)

PROBLEM Noisy At Idle, Becoming Louder As Engine Speed Is Increased To 1500 RPM POSSIBLE CAUSE 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. 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: 1. CORRECTION 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.
Adjust as specified.
2.
Repair engine as needed.
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.
Replace pushrod and rocker arm. Replace pushrod. Replace pushrod and rocker arm. Check pushrod lubrication. Replace rocker arm. Replace hydraulic lifter.

(rev03-01)
4-29
4.3.3 Abnormal Refrigeration System Conditions
Abnormal System Output Table 4.5 presents symptoms, which that the system output might not However, please keep in mind that affect system output and this chart 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 would indicate be optimized. several factors is a guideline 1. Increase superheat adjustment to 10-15F. 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.
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 troubleshooting: steps are recommended for
Table 4.5 Symptoms of Abnormal System Output

Problem Unable to reach maximum RPM or abnormal gas consumption Possible Cause Speed limited High head pressure Clogged engine air filter Improperly tuned engine Abnormal suction pressure Low refrigerant charge Improperly set expansion valve Correction Adjust Max Speed Setpoint on Display Check condenser fan operation Change air filter Check timing per Appendix E Check mixture per Appendix B Check sight glass for bubbles and add refrigerant as necessary Adjust expansion valve
4-30

(rev03-01)
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.
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 CSs suppression capabilities.
Occurs only with engine running?
No
Yes Check that all ignition wires are firmly connected.
Contact factory for information on latest program release.
Replace Processor Board. *
Check that no spark plugs are cracked.
*Any board replacement should be only as a last resort.
Check that ground wire on HEI distributor is in place.
Replace the distributor cap, rotor, and ignition with factory-approved parts.
Replace the coil and distributor with factoryapproved parts.

(rev03-01)
4-31
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.
Hit each key on the Keypad, START and STOP last. If CS responds to only some keys, replace Keypad.
Make sure the ALARM LED is off before trying the START and STOP keys. The unit will not start if an alarm condition exists.
Unit responds to START and STOP?
Yes
No Check cables between Keypad and Display Board and ribbon cable from Display Board to Interface Board.
Replace Display.
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 LEDs on U10, U20, U25, and U31 (See Figure 1.41) are alternating about 3 times per second.
LED's OK?
Yes
Jump J4-10 (right-hand pin) to J4-8 on the Display Board to test Keypad. See Appendix K to check Power Supply..
No
Unit responds when Keypad input jumped?
Check Microprocessor Power Supply.
Yes
No
Replace Keypad.
Replace Interface Board. *
Replace ribbon cable to display. *
If the Keypad has failed and the unit must be run see the table on the following page to operate the display with jumpers.
Replace Processor Board. *
Replace Display Board.*
*Any board replacement should be only as a last resort.
4-32

(rev03-01)
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 Check cables between Keypad and Display of the notifications are informational only and will not Board and ribbon cable prevent the unit from operating normally. from Display Board to Interface Board.
Open the breaker, hit each key on the Keypad to make sure it is not sticking, and close the breaker again.
Alarm occurs after disconnecting Keypad?
No
Yes
Replace Keypad.
Replace ribbon cable to display.
Replace Display Board.*

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 Interface Board.*
Pin 1 2 3 4 5
Key Ground SCROLL UP DOWN ENTER
Pin Key 6 7 8 9 10 CLEAR RESET START STOP Ground
Replace Processor Board.*

*Any board replacement should be only as a last 4-33

(rev03-01)
4-34

(rev03-01)
Service Parts
PartNumber
77773 76882 75814 76806 77842 20156 77774 71291 30110 73587 77764
Item Description
CAP,DISTRIBUTOR V8 SEP. COIL FILTER,AIR REPL. ELEMENT FILTER,LUBE OIL V-8 KIT,VALVE ADJUST RETRO MARK 5 MODULE,IGN V6,V8 400 RPM ADV O RING,1/8 SQ TYP GM 348 ROTOR,V8 SEP.COIL DISTRIBUTOR SPARK PLUG,RESISTOR TYPE VALVE,PCV TD 7400 ENGINE WIRE SET,8WIRE HEI SHIELDED WIRE,IGNITION COIL TO DISTRIB.
Quantity per unit

1 1 1 1 1 1 1 8 1 1 1
Recommended Stock for: 1 unit 2 unit 5 unit

1 1 1 1 1 1 1 8 1 1 1 2 2 2 2 2 2 2 16 2 2 2 5 5 5 5 5 5 5 40 5 5 5
Scheduled Service
Engine Components
78259 76952 78258 76655 77761 76672 76869 33505 91083 96653 73984 76438 31136 72082 75287 31138 31140 77978 76780 76683 30112 78260 72192 76654 77760 76806 77299 77979 75174 ADAPTER, ENGINE TFROST 16S/L CONNECTOR,EXHAUST FLEX 4" COUPLING, TECOFROST 16S & 16L DIAPHRAGM,IMPCO 425 DISTRIBUTOR, V8 MARINE MODULE ENGINE ASSY,PART.MARK 5 8QT GASKET KIT,INTAKE MAN. MARK 5 GASKET,4 BARREL ISOLATOR GASKET,DISTRIBUTOR GASKET,EXH MAN TD 7400 ENG GASKET,EXH.ADAPT.DBL. WID. GASKET,EXHAUST WYE. GASKET,HEAD 454 MARK 5 GASKET,INTAKE MAN 454 GASKET,MIXER TO THR. BODY GASKET,OIL PAN MARK 5 ENGINE GASKET,VALVE COVER MARK 5 GUIDE,PUSH ROD, ROLLER CAM HEAD ASSY,MARK 5 ENGINE HOSE ASSY,GAS 1 1/4 X 29 1/2" HOSE,CRANKCASE VENT HT EX, EXH HT RECOV TFROST INSULATION SET,CH150 DRY EXH KIT,CARB REBUILD MODEL CA425 KIT,RETRO V8 DISTRIBUTOR&COIL KIT,VALVE ADJUST RETRO MARK 5 LIFTER ASM.,MK-V (HIGH FLOW) LIFTER,VALVE ROLLER CAM 502 MANIFOLD ASY,EXHAUST LH CH-150 1 1 1 1 1 1 1 1 1 2 2 2 2 1 1 1 2 16 2 1 1 1 1 1 1 1 16 16 1 2 1 1 1 1 1 1 1 2 2 2 2 1 1 2 1 1 1 2 1 1 2 4 1 1 1 2 1 1 1 2 4

(rev03-01)
A-1
Service Parts
PartNumber
76793 78261 31149 77976 31150 77977 77900 73891 78110 76687 71146 77770
Item Description
PUMP&TUBE ASSY 8 QT MK 5 (MOD) PUMP, COOLANT TF 16S/L 23MB/LB PUSH ROD,EXH (NON ROLLER) PUSH ROD,EXHST.ROLLER CAM 502 PUSH ROD,INT. 502 (NON ROLLER) PUSH ROD,INTAKE,ROLLER CAM 502 REGULATOR, GAS, RV81, 1 1/4" RING GEAR, 454CID SEAL,CRANK FRONT 454 MK 5 SILENCER,EXHAUST CH-150 SSTL VALVE,OIL PRESSURE RELIEF WYE,EXHAUST,EMISSION CNTRL.ENG
Quantity per unit

1 1 8 8 8 8 1 1 1 1 1 1
Engine Coolant System

76929 78216 ANODE,ZINC 1/2 NPT SUL DUMP HX KIT, TSTAT VLV ELEMENT TFROST 1 2
KIT INCLUDES:
78217 78218 78219 76930 76931 75890 76084 72123 72654 72653 72551 72428 75872 76890 72480 72571 ELEMENT, TSTATIC VLV TF HT REC O-RING, TSTAT VLV ELEM. TFROST O-RING, TSTAT VLV HOUS TFROST GASKET,DUMP HX SUL PIPING END GASKET,DUMP HX SUL REAR END GASKET,HEAD ENG. OIL HX. HEAT EXCHANGER,DUMP SULLAIR HOSE ASSY,INT-EXH MAN CH-150 HOSE ASSY,LEFT DRY EXH CH150 HOSE ASSY,RIGHT DRY EXH CH150 HOSE ASSY,WATER INLET ST,DT O RING,COOLANT PUMP HSG SCREEN,STRAINER CH-150 COOLANT SEAL,COOLANT PUMP CH-150 VALVE,RELIEF 1IN 60PSI VENT,AIR 1/8 IN. 45 PSI 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1
Engine Electrical Accessories

74969 77878 71115 71454 74690 71105 71073 71031 71513 COIL,GAS SOL.,120V/60HZ,J8215 COIL,GM HEI FREE STANDING DIODE,ASSY 1N1199 FUSE,TIME DELAY,5A,250V,3AG MAGNETIC PICKUP SUB ASSY RELAY,STARTER 12VDC SENSOR,MAGNETIC STARTER MOTOR,TD 7400 ENG STEPPER MOTOR ASSY 2 1 1 1 1 1 1 1 1
A-2

(rev03-01)
Service Parts
PartNumber
78257 71127 77210 71722 77875 72573
Item Description
SWITCH, OIL PAN HI/LO TFROST SWITCH,FLOATOIL LEVEL SWITCH,OIL LEVEL 1/2" NPT SWITCH,TEMP HIGH LIMIT 250 THERMOSTAT,300 DEG.,MAN. RESET VALVE,SOL 1 1/4 2WAY 120V/60HZ
Quantity per unit

1 1 1 2 1 2
Engine Oil System

72678 72679 76663 76664 76662 HOSE ASSY EXTD OIL DRAIN CH150 HOSE ASSY,EXTD OIL INLET CH150 HOSE, BLOCK TO COOLER HOSE, OIL COOLER TO RELIEF HOSE, RELIEF TO BLOCK 1 1 1 1 1
Refrigeration System: TecoFROST 16S & 16L

Compressor Parts (16S & 16L)
78191 KIT, REPL SHAFT SEAL, TF16S/L 1 1 1 2
KIT INCLUDES:
78192 78193 78194 78195 SEAL, SHAFT MODEL 16S & 16L SEAL, INTERNAL LIP, 16S/L O-RING, SEAL COMP HOUS., 16S/L O-RING, SEAL SLEEVE, 16S/L INSTRUCTIONS, SEAL REPLACEMENT 1 1 1 1 1 -
Package Components (16S & 16L)

78196 78197 78262 78198 78199 78200 78202 78203 78204 78205 ELEMENT, COALESC 16S/L 23MB/LB GASKET, MANWAY, NEOPRENE 16S/L HEATER, COMP OIL TECOFROST FILTER, COMPRESSOR OIL 16S/L KIT, OIL STRAINER, 16S & 16L COIL, (115V) LD/UNLD SOL 16S/L SWITCH, COMP. OIL LEVEL 16S/L KIT, OIL PUMP SEAL 16S/L 23M/LB ELEMENT, SUC. STRAINER 16S/L O-RING, COMP UPPER COVER 16S/L 3 1 1 1 1 2 1 1 1 1 3 1 1 1 1 1 1 1 1 3 1 1 1 1 1 1 1 1 3 1 2 1 2 1 1 1 1
Compressor Liquid Injection (SOC) Cooling Parts (16S & 16L)

78206 78207 78209 78208 78210 78211 COIL, SOC SOL VLV 16S/L 23M/LB KIT, (R-717) SOC TX VLV TFROST KIT, (R-22) SOC TX VALVE 16L KIT, (R-22) SOC TX VALVE 16S VALVE, SOC P RED, R-717 TFROST VALVE, P. RED, R-22 SOC 16S/L 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
KIT REPLACEMENT PARTS for TX Valve:

(rev03-01)
A-3
Service Parts
PartNumber Item Description Quantity per unit Recommended Stock for: 1 unit 2 unit 5 unit
Compressor Cooling Parts TSOC & WCOC OPTIONS (16S & 16L)
78212 78213 78214 78215 ELEMENT, TSTAT VLV R-717 16S/L ELEMENT, R-22 TSTAT VALV 16S/L O-RING, TS/WCOC T VLV HS 16S/L O-RING, TS/WCOC THERM EL 16S/L 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2
Refrigeration System: TecoFROST 23MB & 23LB

Compressor Parts (23MB & 23LB)
78220 78221 78222 78223 78224 78225 78226 78227 78228 KIT, SHAFT SEAL TFROST 23MB/LB SEAL, SHAFT MODEL 23MB & 23LB SEAL, INTERNAL LIP, 23MB/LB O-RING, SEAL DRIVE RING 23M/LB O-RING, MECH SEAL BOX, 23MB/LB O-RING, SEAL HOUS CVR, 23MB/LB O-RING, SEAL HOUS CVR 23MB/LB INSTRUCTION, SHFT SEAL 23MB/LB POTENTIOMETER, TFROST 23MB/LB 1 1 1 1 1 1 1 1 1 1 1 2 -
KIT INCLUDES:
Package Components (23MB & 23LB)

78196 78229 78262 78230 ELEMENT, COALESC 16S/L 23MB/LB GASKET, MANWAY 23MB/LB HEATER, COMP OIL TECOFROST FILTER, COMP. OIL TF 23MB/LB (qty per housing, 6 filters per carton) O-RING, COMP OIL FLT CVR 23M/LB KIT, OIL PUMP SEAL 16S/L 23M/LB GASKET, OIL PUMP OUTLET 23MB/LB SCREEN, OIL STRAINER 23MB/LB O-RING, OIL STRAINR CVR 23M/LB VALVE, LOAD/UNLOAD SOL 23MB/LB COIL ONLY, LOAD/UNLD VALVE 23MB/LB SCREEN, SUC STRNR R-717 23M/LB SCREEN, SUC STR, R-22, 23MB/LB O-RING, BOWL SEAL TF23MB/LB 8 1 2 3 1 1 1 1 1 2 2 1 1 1 8 1 3 1 1 1 1 1 1 1 1 1 1 8 1 3 1 1 1 1 1 1 1 1 1 1 16 2 6 2 2 2 2 2 1 2 1 1 1
78231 78203 78232 78233 78234 78235 78236 78237 78238 78239
R-717 Compressor Liquid Injection (SOC) Cooling Parts (23MB &23LB)

78240 78207 78241 78242 78206 78243 78210 78244 78245 VALVE (COMPLETE), R-717 SOC TX TF23MB/LB KIT, (R-717) SOC TX VLV TFROST KIT, TSTATIC ELEMENT TF23MB/LB VALVE (COMPLETE), SOC LIQ SOL TFROST COIL ONLY, SOC SOL VLV 16S/L 23M/LB SCREEN, SOC LIQ STRNR 23MB/LB VALVE, SOC P RED, R-717 TFROST VALVE (COMPLETE), HOT GAS SOL TF23MB/LB COIL ONLY, HOT GAS SOL VLV 23MB/LB 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1
A-4

(rev03-01)
Service Parts
PartNumber
78246 78248 78247 78248 78249 78250 78242 78206 78243 78244 78245
Item Description
VALVE (COMPLETE), SOC TX (R-22) 23MB ONLY KIT, RPL PTS TX VALV R-22 23MB KIT, TSTAT ELEM (R-22 23MB) VALVE (COMPLETE), R-22 SOC TX TF23LB ONLY KIT, RPL PTS TX VALV R-22 23LB KIT, TSTATIC ELEM (R-22 23LB) VALVE (COMPLETE), SOC LIQ SOL TFROST COIL ONLY, SOC SOL VLV 16S/L 23M/LB SCREEN, SOC LIQ STRNR 23MB/LB VALVE (COMPLETE), HOT GAS SOL TF23MB/LB COIL ONLY, HOT GAS SOL VLV 23MB/LB
Quantity per unit

1 1 1 1 1 1 1 1 1 1 1

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1
R-22 Compressor Liquid Injection (SOC) Cooling Parts (23MB & 23LB)
Compressor Cooling Parts TSOC & WCOC Options (23MB & 23LB)
78251 78252 78253 78254 ELEMNT, TSTAT VLV R-22 23MB/LB ELEMENT, R-717 TSTAT V 23MB/LB O-RING, EX COOL TSTAT H 23M/LB O-RING, TS/WCOC THRM EL 23M/LB 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Control System
77916 78055 78054 78058 71914 77991 78255 71863 72093 77945 77822 78018 77965 77950 78056 78057 78132 78133 78134 77778 77237 AMPLIFIER,THERMOCOUPLE,AD595 BOARD, OPTO 22, TECOFROST BOARD,INTERFACE,TECOFROST (LC) BOARD,SLIDEVALVE,TECOFROST(LC) CABLE ASSY,TELEPHONE COMM 60KW DISPLAY BOARD, RIGHT HAND FUSE, OPTO 22 OUTPUT MODS TF FUSE,15A TIME DELAY FUSE,3AG 7A TIME DELAY 250V HARNESS, DC VOLTAGE, CH-50, V8 HARNESS, EMMISSIONS, TECO 7400 KEYBOARD,TECOFROST CONTROL MK2 MICROPROCESSOR ASSY,COGEN MK2 MODEM, MULTITECH MT1932ZDX MODULE, OPTO AC INPUT MODULE, OPTO, AC OUTPUT MODULE, OPTO, DC INPUT, G4 OPTOCOUPLER, 1.5A,HP HSSR8060 OPTOCOUPLER, INPUT, HCPL2730 POWER SUPPLY, 12-15V, 6A, 90W POWER SUPPLY,+5,+/-12V,16W 8 1 1 1 1 1 9 3 2 1 1 1 1 1 18 9 4 12 6 1 1 1 1 1 1 1 9 3 2 1 1 1 1 1 18 9 4 12 6 1 1 1 1 1 1 1 9 6 4 1 1 1 1 1 18 9 4 12 6 1 1 2 2 2 2 2 9 6 6 1 1 2 2 2 18 9 4 24 12 2 2

(rev03-01)
A-5
Service Parts
PartNumber
71972 71973 78059 78063 78064 78062 71093 78061 72075 77565 78256 72080 72077
Item Description
RELAY,120VAC 20A 8PIN OCTAL RELAY,12VDC 20A 8PIN OCTAL RFI FILTER, AC RIBBON CABLE ASSEMBLY (MODEM) RIBBON CABLE ASSEMBLY (OPTO) RIBBON CABLE ASSEMBLY(DISPLAY) SWITCH,STOP 2 POSITION RED TERMINAL BLOCK 5MM SPACING THERMISTOR SHORT LEAD W/PLUG TRANSDUCER 0-500 PSI DATA INST TRANSDUCER, PRESSUR 0-100 PSIA WELL,THERMISTER SHRT PER DWG WELL,THERMISTOR LONG
Quantity per unit

1 5 1 1 1 1 1 29 7 3 3 4 3

1 5 1 1 1 1 1 7 3 3 1 5 1 1 1 1 1 7 3 3 2 10 2 2 2 2 2 14 6 6 -
Accessories
77120 77923 144034 77123 72597 74623 76375 77128 77922 190717 144613 71592 77122 77751 77752 125988 74066 77924 ADAPTER,1/4 HOSE BARB X 1/4FLA ADAPTER,3/8 ODT X 3/4 M BORED BUSHING,3/4 X 1/2 HEX STEEL DRUM TUBE STRAIGHTENER LMI KIT DRUMSTAND,SINGLE 55GAL DRUM FITTING,HOSE REUSABLE 1/4 COMP HORIZONTAL DRUM KIT,ST UNITS KIT,BULK OIL PUMP LMI 60HZ NIPPLE,1/2 X 10 TBE SCH 40 NIPPLE,3/4 X 2 BI NIPPLE,3/4 X CLOSE BI PLUG,TWIST-LOCK 3 WIRE 15 AMP PUMP,METERING LMI 60 HZ SWITCH, RMCS 2 UNITS SWITCH, RMCS 3 UNITS TEE,3/4 BI TUBE,3/8 OD COPPER REFR. UNION,RED 3/8 X 1/4 ODT 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 48 1 -
A-6

(rev03-01)
Fuel System and Carburetor

B.1 Model 425 Series Gaseous Fuel Carburetors
(See Figures B.1 and B.2)
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. Perform a manual start, as instructed in the TecoFROST Operators manual. Allow the engine to warm up. Adjust the idle stop screw (see Figure B.4) for an idle speed of 950 to 1050 rpm. Operate the unit at idle and observe the gas pressure readings on both sides of the regulator. 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.
Important
1. 2. Tecogens TecoFROST uses an Impco Model CAG 425-8 carburetor (mixer). The diaphragm for the carburetor (Item 6 in exploded view) is Impco part number D1-18. The throttle body is not manufactured by Impco. Consult the Engine Illustrated Parts Catalog for the throttle body part number.
6. 7.
3.
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). Shut off the main fuel supply to the unit. 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.
8. 9.
2. 3.
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). ENGINE SPEED (rpm) 1500 3000 APPROXIMATE COMPRESSOR CAPACITY 10% 100% TYPICAL REGULATOR OUTLET PRESSURE 5.0" W.C. 3.5" W.C.
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.
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.

(rev03-01)
B-1

INDEX NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 PART NO. S1-3 C1-30 S2-30 S1-22 P2-22 D1-18 G1-102 BV1-16 AV1-16 AB1-27 S1-69 P3-3 S4-26 AD1-28-1 G1-116 S2-24 C1-31 S1-40 S2-89 S1-51 DESCRIPTION Screw, 10-24 x 5/8 SEMS (4) Cover, air valve diaphragm Spring, air valve Screw, 6-32 x 1/4 SEMS (4) Plate, backup Diaphragm, air valve Gasket, air valve Air gas valve Air gas valve assy., with diaphragm (refer to chart for correct air gas valve assembly) Body assy. Screw, 1/4-28 x 5/16 (4) Plug, 1/8 pipe (3) Seat, idle valve Idle diaphragm assy. Gasket, idle diaphragm Spring, idle valve Cover, idle valve Screw, 10-24 x 3/8 SEMS (4) Spring, idle adjustment Screw, 10-32 x 1-1/4, idle adjust
Note: Tecogen overhaul kit Part Number 76654.
Figure B.1 Model CA 425 Mixer
B
AA3-86 Adapter Assy., 425M to throttle body. Figure B.2 Adapter, Mixer to Throttle Body
B-2 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)

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.
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.
Warning
Never operate the unit unattended with exhaust sampling in place. Always use sampling lines suited to exhaust temperatures (1200F 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.

(rev03-01)
B-3

Model CAG 425-8 Mixer
Filtered Air
Power Mixture Adjust
Idle Mixture Adjust Fuel-Air Mixture Flow Into Engine Throttle
Figure B.3 TecoFROST Mixer Assembly (Throttle Body Not Shown)

Stepper Motor Stop
Idle Stop Screw Stepper Motor Arm
B
Throttle Body Arm
Throttle Linkage Rod
Figure B.4 Throttle Linkage Assembly

B-4 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Cranking Battery Service

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. 2. Problems in the charging system. Loose or poor battery cable-to-post connections, previous improper charging of a rundown battery. High-resistance connections in the cranking system. 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 5. 4. seem to exceed 52C (125F). If spewing occurs or temperature exceeds 52C (125F), 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. 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. 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.
3. 4.
VOLTAGE AND TEMPERATURE CHART

Temperature 21C (70F and Above) 10C (50F) +1C (30F) +10C (15F) +18C (0F) Minimum Voltage 9.6 9.4 9.1 .8 8.5
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
voltage listed, replace the battery.
C.2 Battery Charging Procedures

The following basic rules apply to any sealed battery charging situation: 1. 2. 3. Use only a constant-voltage-type charger, as is supplied with the TecoFROST. Do not charge a battery if the hydrometer is clear or light yellow; instead, replace the battery. Charge rates between 3 and 50 amperes are satisfactory as long as there is no spewing of electrolyte and the battery temperature does not
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.
C
C-1

(rev03-01)
Cranking Battery Service

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. Check the voltage drop between the positive battery terminal and the starter terminal stud with the starter operating. Check the voltage drop between the starter housing and the frame while the starter is operating. 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. Install or Connect 1. 2. 3. Battery into carrier. Positive cable and positive battery terminal to the battery. Negative cable and negative battery terminal to the battery.
2.
C.6
Battery Charger
3.
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. 2. Remove fuse F6 at the starter relay. 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. Adjust the voltage, if necessary, with potentiometer PT3. The pot has a 270 turning span and turning clockwise will increase the voltage.
4.
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. 2. 3. Negative cable from the negative battery terminal. Positive cable from the positive battery terminal. Battery.
3.
Inspect
1. 2. 3.
Battery for damage. Cables and connectors. Carrier for damage or foreign objects. If damage is noted, find the cause and correct the condition.
C-2

(rev03-01)
Cranking System Service

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.
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. 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.
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. 3.
D
(rev03-01)
D-1

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. 2.
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. 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). 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).
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
3.
Note
The pickups gap can be double-checked by measuring the RMS voltage with a voltmeter. It should be greater than 1.5 VRMS.
Raw Signal Approximately 2V RMS 30V Peak to Peak
Conditioned Signal 5V Peak Square Wave
Flywheel
J1-11,12 Interface Board 0.020" Gap
D
D-2
Processor Board

(rev03-01)

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. Inspect the battery cables using the procedure outlined in Appendix C.4. Perform repairs as required. 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. 2.
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. 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.) 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). 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.
5.
6.
3.
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) Check the engine starter to see that it is fully engaged with the ring gear during cranking. Replace the engine starter if necessary. Verify the ignition timing. Excessive ignition advance will cause the engine to stop suddenly during the crank cycle.
4.
8.
9.
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:
D
(rev03-01)
D-3

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: 8. 9. 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. 7. If ignition is present at the ignition wiring, verify that the fuel supply to the unit is "on." 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. Measure the fuel supply pressure at the gas regulator and adjust it if required. 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.
D
D-4 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)

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. 3. Troubleshoot the RPM sensor (magnetic pick-up as discussed in Condition 2, step #2 above. Inspect the ring gear for damage.
D
(rev03-01)
D-5

D.2 Starter Motor Noise
3. 4. Disconnect the negative battery cable to prevent accidental cranking of the engine. 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). 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). Refer to the Starter Noise Diagnostic Chart (Table D.1).
D.3
1.
Pinion Clearance
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). 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.
2.
5.
PROBLEM High-pitched whine during cranking (before engine fires), but engine cranks and fires normally. 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." A loud "whoop" after the engine fires, but while the starter is still held engaged. Sounds like a siren if the engine is revved
POSSIBLE CAUSE Distance too great between starter pinion and flywheel.
CORRECTION Remove shims at the starter mount. Refer to "Starter Motor Noise" section.
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.
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.
D-6

(rev03-01)

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. When shimming is done, torque the mounting bolts to 35 ft-lb (45 N-m).
8.
Figure D.1 Starter Pinion Adjustment
Figure D.2 Starter / Flywheel Alignment
Figure D.3 Starter Shimming
D
D-7

(rev03-01)

D.4 Maintenance D.5 Starter Motor Replacement
Keep the starter terminals and all other terminals in the Remove or Disconnect electrical system clean and tight. A loose or corroded connection or terminal will cause excessive resistance in 1. Negative battery cable. the system, which will result in hard starting. 2. Starter braces or shields, if equipped. At regular intervals, inspect the starting system to locate and correct potential causes of trouble before the system 3. Wires from the starter solenoid. performance is affected. 4. Two washer faced bolts holding the starter to the engine. Starting motors do not require lubrication except during overhaul. 5. The starter from the engine. Install or Connect 1. 2. 3. 4. Two washer faced bolts retaining the starter to the engine. Tighten bolts to 35 ft-lb (47 N-m). Wires to the solenoid terminals. Braces or shields, if equipped. Negative battery terminal.
D
D-8 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Ignition System Service

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. 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. 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 distributors electronic module. 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. Always disconnect the battery negative cable before servicing the distributor.
5.
2.
3.
6.
10. Rotor 11. Pick-up Coil 14. Module 23. Cap
25. Screw 26. Shaft Assembly 27. Pin 29. Gear 30. Housing
31. Washer 33. Tang Washer 49. Retainer 50. Sheild
Figure E.1 Distributor-Exploded View

(rev03-01)
E-1
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 (passengers side) cylinder head. Remove or Disconnect 1. 2. 3. 4. Disconnect the battery negative cable at the battery. Disconnect the two wiring harness sealed connectors from the side of the distributor . Note the orientation of the distributor cap and the No. 1 spark plug wire terminal. Leave the spark plug wires attached to the distributor cap. Remove the distributor cap by turning the 2 retaining screws counterclockwise. Remove the spark plugs. 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. Loosen the screw on the distributor clamp and slide the clamp aside. 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. Rotate the engine as described in Step #6 of the distributor removal procedure (above). Stop when the stopper blows out or compression is felt. Set the timing mark on the vibration damper to the 15 BTC position. Install a new gasket under the distributor lower body flange. Check that the distributor clamp is out of the way. Position the rotor to the final position described in Step #8 of the distributor removal procedure (above). 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). 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. Rotate the distributor to align the reference mark on the body with the mark on the manifold.
2. 3.
4. 5. 6.
5. 6.
7.
8.
7. 8.
9.
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.
E-2

(rev03-01)

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. 6. 7. Drill and punch out the two rivets holding the coil to the bracket. Coil from bracket.
Install or Connect 1. 2. 3. 4. Coil to the bracket with two screws. Coil bracket to the engine. Distributor harness and secondary wire (coil wire) to the coil. Negative battery cable.
E.2
1. 2.
Distributor Cap and Rotor Repacement

Set new cap down next to worn cap. Replace secondary ignition wires (spark plug wires) one at a time to exactly the same terminals on the new cap. Remove worn cap from distributor. Place new cap on distributor in the same position as the old cap. Check timing as specified in Engine Timing Procedure, Section E.5. The rotor is removed by pulling it straight up off of the distributor shaft.
E.4
Ignition System Troubleshooting
3. 4. 5. 6.
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. 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. Connect the ohmmeter as shown in Step 3. Use a high scale. The meter should not read infinite. If it does, replace the coil.
E.3
1. 2. 3. 4. 5.
Ignition Coil Replacement

2. Negative battery cable. Both wiring harness sealed connectors from coil. Secondary coil to distributor lead at the coil. Bolts holding the coil bracket and coil to the engine cylinder head. Coil bracket and coil. 3.
Remove or Disconnect

(rev03-01)
E-3
E.4.2 Distributor Testing

Inspect
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. 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.
1. The distributor cap for cracks or tiny holes. Replace the cap if it is worn or damaged. 2. 3. Metal terminals in the cap for corrosion. Scrape them clean with a knife or replace the cap. Rotor for wear or burning at the outer terminal. The presence of carbon on the terminal indicates rotor wear and the need for replacement. Shaft for shaft-to-bushing looseness. If the shaft wobbles, replace the distributor. Distributor housing for cracks or damage. 2.
4. 5.
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.
Scrape clean metal ground
Figure E.2 Ohmmeter Test of Ignition Coil
Figure E.3 Ohmmeter Test of Pickup Coil
E-4

(rev03-01)

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. 3. 4. 5. Loosen the distributor hold-down bolt just enough to allow the rotation of the distributor. Operate the unit in MANUAL mode (refer to system operation section 4.12) at rated speed. With the engine running at rated speed, aim the timing light at the timing marker (see Figure E.4).
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) 6.
Method 1 (timing lights with advance control) 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.
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. 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. 7.
Method 2 (timing lights without advance control) 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. Tighten the distributor hold-down bolt.
2.
8.
Crankshaft Balancer (rotating)
Timing Mark
Timing Tab (stationary)

t Ligh ing Tim
Timing Light Advance Control Adjust Knob
36
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.
Front of Engine
Figure E.4 Engine Dynamic Timing Using Timing Light With Advance Control
Timing Mark Crankshaft Balancer (rotating)
Timing Tab (stationary)

ght g Li
Method 2
in Tim
30
Adjust distributor timing until timing mark reads desired timing against timing tab (30 for LT at full RPM).
Front of Engine
Figure E.5 Engine Dynamic Timing Using Timing Light Without Advance Control
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E-5
Note
Rotating the distributor clockwise will retard the ignition timing. Timing is advanced by turning the distributor counterclockwise.
E.8
Replacing Spark Plugs
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.
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. Dry, fluffy black carbon deposits
Normal wear
Clean, regap, and reinstall
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 whitecolored coatings on insulator. Engine misses intermittently under severe operating conditions. Colored coatings heavily deposited on the portion of the plug projecting into the chamber and on the side facing the intake valve. Burned or blistered insulator tips and badly eroded electrodes.
By-products of combustion.
Clean, regap, and reinstall. coated, replace.
If heavily
Leaking seals if condition is found in only 1 or 2 cylinders.
Check the seals. Replace if necessary. Clean, regap, and reinstall the plugs.
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.
E-6

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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. Twist boots one-half turn before removing. When removing the boot, do not use pliers or other tools that tear the boot. Do not force anything between the wire and the boot or through the silicone jacket of the wiring. 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). 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 (1-8-4-3-6-57-2) is given in Table 1.2, TecoDrive 7400 Engine Specifications, and is also cast into the intake manifold.
2. 3. 4.
5.
6.
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.

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E-7
E-8

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Misc. Eng Service Procedures

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. 3. 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 (roomtemperature 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. 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. 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. 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. Assemble while the RTV is still wet (within 3 minutes). Do not wait for the RTV to skin over. Torque bolts to specifications. torque. Do not over-
2.
4.
5. 6.

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F-1

Using Anaerobic Gasket Eliminator 1. Clean surfaces to be resealed with a chlorinated solvent to remove all oil, grease, and old material. Apply a continuous bead of gasket eliminator to 1 flange. Spread bead evenly with your finger to get a uniform coating on the complete flange. Assemble parts in the normal manner and torque to specifications. Clean 1. All traces of the old gasket from the rocker arm cover and cylinder head.
Inspect 2.
1.
Rocker arm cover sealing surface for distortion. Replace if necessary.
3. 4.
Install or Connect (Figure F.1) 1. 2. Rocker arm cover and new gasket. Bolts.
F.1 Rocker Arm Cover Replacement

Remove or Disconnect (Figure F.1) 1. 2. 3. Battery negative cable.
Tighten Bolts to 60 in. lbs. (7.0 N-m) 1. 2. Crankcase ventilation hoses. Air cleaner. Battery negative cable.
Air cleaner and crankcase ventilation hoses. 3. Rocker arm cover and gasket.
Figure F.1 Rocker Arm Cover Installation

F-2 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
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F.2 Rocker Arm And Pushrod Replacement
Remove or Disconnect (Figure F.2) 1. 2. Rocker arm cover, as outlined in Section F.1. 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. 4. Rocker arm with ball. Pushrod. 1. 3.
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). Rocker arm bolt or stud if retrofit kit has been installed.
Adjust Valves as outlined in Section F.3 below. Rocker arm cover, as outlined previously.
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. 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. Pushrods for bending. Roll the pushrod on a flat surface to determine if it is bent. Replace if necessary. Ends of the pushrods for scoring or roughness.
2.
3.
4.
Install or Connect 1. 2. Pushrod. Make sure the pushrod seats properly in the hydraulic lifter. Rocker arm with ball.
Figure F.2 Cylinder Head and Components

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F-3

F.3 Valve Adjustment
1. 2. 3. Disconnect battery negative cable. Turn off main gas supply valve. Allow the engine oil temperature to cool below 120F. Remove the rocker arm cover as outlined in Section F.1 above. 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 cylinders 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. With the engine in the No. 1 firing position as determined in Step #5, the following valves may be adjusted: 7. Exhaust: 1, 3, 4, 8 Intake: 1, 2, 5, 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. 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). 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.
8.
4. 5.
9.
6.
Figure F.3 Adjusting the Valves

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F.4 Intake Manifold Replacement
(Figure F.4a and F.4b)
Shut off fuel supply (use hand valve off unit). Remove or Disconnect 1. 2. Battery negative cable. Air cleaner. 2. Drain the cooling system. (See Section 5.2) 3. 4. 5. 6. 7. Coolant discharge hose, coolant discharge tee (at flange), and stepper motor assembly. Crankcase ventilation hoses. Carburetor and regulator assembly. Ignition wires. Distributor, as discussed previously. Excessive scale and deposits from the coolant passages. Clean 1. Old gaskets from the block, heads, and intake manifold.
Inspect 1. 2. Gaskets at carburetor adapter. Manifold for cracks and surface damage.
Install or Connect 1. 2. 3. Front and rear intake manifold seals to the block. Side gaskets to the cylinder heads. Intake manifold and bolts.
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. 9. Intake manifold bolts, lifting eyes. Intake manifold.
Tighten Bolts to the 30 ft-lb (40 N-m). Use the tightening sequence shown in Figure F.4a. 1. 2. 3. 4. 5. 6. 7. Distributor, as discussed previously. Wires at ignition coil. Carburetor and regulator assembly. Crankcase ventilation hoses. Coolant hoses, discharge tee, and stepper assembly. Air cleaner. Battery negative cable. 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.
10. Gaskets and seals.
Figure F.4a Intake Manifold Tightening Sequence

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F-5
Figure F.4b Intake Manifold Replacement
F.5 Cylinder Head Replacement

Remove or Disconnect 1. 2. 3. 4. 5. 6. 7. 8. Intake manifold, as outlined in Section F.4 above. Exhaust manifolds, exhaust heat exchangers (if equipped), and exhaust wye connections. Head thermostat connections. Rocker arm cover, as outlined in Section F.1 above. Spark plugs and wires. Pushrods, as outlined in Section F.1 above. Cylinder head bolts. Cylinder head (if necessary, drive a wedge into the gasket area at the edges to loosen the head from the block). Head gasket. 3. Clean 1. 2. Carbon deposits from combustion chambers. All traces of old head gasket from cylinder head and block. 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.
9.
F-6

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Install or Connect (Figure F.5a) 1. Head gasket (note left- and right-handedness of gaskets). Do not use sealer on composition steelasbestos gaskets. Place the gasket over the block dowel pins with the bead up. 2. 3. Cylinder head. Carefully guide the cylinder head into place over the dowel pins and gasket. Cylinder head bolts. Coat threads of the cylinder head bolts with sealing compound (GM Part No. 1052080 or equivalent) and install finger-tight.
F
45. Bolt 46. Cylinder Head 47. Gasket
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. 2. 3. 4. Pushrods, as outlined in Section F.2. 5. Rocker arm covers, as outlined in Section F.1. Spark plugs and wires. Head thermostats. 6. 7.
Figure F.5a Cylinder Head Removal and Installation
Exhaust manifolds, exhaust heat exchangers, and related connections. Intake manifolds outlined in Section F.4 above. Battery negative cable.
Figure F.5b Cylinder Head Bolt Tightening Sequence

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F-7

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) 6. 7. 8. Air cleaner. Flexible oil line connections (Figure 1.19). 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).
1. 2.
Main fuel supply using the remote hand valve. Electric AC power to the unit.
Remove or Disconnect 1. 2. 3. 4. Battery cover and terminal connections. Battery and battery box (if in the way). Oil from the engine sump. Coolant from the engine block and exhaust manifolds.
Warning
Wait until engine coolant is below 120F before proceeding. 5. Fuel supply hose connection at engine.
A. RTV Sealant 74. Gasket Oil Pan 75. Bolt, Oil Pan
Figure F.6 Oil Pan Replacement

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9. Oil and coolant temperature thermistor wire connections. Clean Mating surfaces of oil pan and engine block of all gasket material. Inspect Oil pan for cracks or any other type of damage. 10. Engine coolant inlet hose (suction of coolant pump). 11. Remaining engine coolant hose assemblies. 12. Coupling screen. 13. Exhaust wye. 14. Coupling.
Important
Do not reverse these sensor connections when wiring the new engine.
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. Install or Connect (Figure F.6)
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).
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. 2. 3. Oil pan gasket to the oil pan. Oil pan. 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 enginecompressor adapter. Tighten 6 adapter bolts to the engine block gradually to 30 ft-lb (40 N-m). 5. Coupling as outlined in Appendix L. Bulk oil drain hose (at pan) and fill hose (at pan). Starter assembly. Exhaust wye. Sensors.
Warning
Use the proper lifting device and procedures for raising the engine. A fullyequipped 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.
6. 7. 8. 9.
10. Crankcase ventilation hoses (2). 11. Magnetic pick up (if used). Gap to 0.02 in.

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F-9

12. Coupling screens. 13. Engine coolant hoses. 14. Temperature thermistors (2). 15. Engine electrical harness and clips.
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. 2. 3. The priming shaft tool to the oil pump drive shaft. Oil pressure gauge to tee located at oil pressure switch. 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. 2. Drill and tool. Oil pressure gauge.
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.
Install 1. 2. Distributor, as discussed in Appendix E.1. Oil plug in tee.
F-10

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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. 2. Main fuel supply using the remote hand valve. Electric AC power to the unit. 9. 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). Oil and coolant temperature thermistor wire connections.
Remove or Disconnect 1. 2. 3. 4. Battery cover and terminal connections. Battery and battery box (if in the way). Oil from the engine sump. Coolant from the engine block and exhaust system.
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). 14. Crankcase ventilation hoses (2). 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. 21. Starter assembly. 22. Bulk oil feed drain hose (at pan) and fill hose (at pan). 23. Coupling.
Warning
Wait until engine coolant is below 120 F before proceeding. 5. 6. 7. 8. Fuel supply hose connection. Air cleaner. Flexible oil line connections (Figure 1.19). 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

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F-11

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). 9.
Note
Do not use the plugs shipped with the new engine. You may reuse the wires from the old engine, depending on their condition. Sensors.
10. Assembly containing the carburetor, regulator, throttle body, and fuel piping. 11. Balance line. 12. Crankcase ventilation hoses (2). 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).
Warning
Use the proper lifting device and procedures for raising the engine. A fullyequipped 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.).
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.
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 enginecompressor adapter. Coupling as outlined in Appendix L. Bulk oil drain hose (at pan) and fill hose (at pan). Starter assembly. Exhaust manifolds and adapters. Use new gaskets. Tighten manifold bolts to 35 ft-lb (48 N-m). 6. 7. 8. Exhaust wye. Distributor assembly, as outlined previously in Appendix E.5. Spark plugs and wires.
2. 3. 4. 5.
F-12

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Perform the Following Prestart Checks: 1. Open the fuel solenoid valve using the Calibrate Mode procedure and purge the fuel line.
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.
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.
Perform the Following Operational Adjustments: 1. 2. 3. 4. Time the engine as outlined in Appendix E.5. Adjust the carburetor as outlined in Appendix B.2. Oil level. Oil pan for leaks.
Install 1. Coupling screens.

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F-13

F.9 Ring Gear Replacement
Remove or Disconnect 1. 2. 3. 4. 5. Engine as described in Section F.6, Steps #1-20, above. Flywheel adapter plate bolts and safety wire. Flywheel adapter plate (with adapter pilot tube). Flywheel bolts. Flywheel. 2.
Important
Never heat the ring gear to red hot as this will change its metal structure. Install or Connect (Figure F.7) 1. Flywheel to the crankshaft.
Important
The flywheel is matched (balanced) to the engine. Never substitute an unmatched flywheel to the engine. 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. 5. Safety wire to flywheel adapter bolts. Engine as described in Section F.6 above.
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. Uniformly heat the flywheel gear to a temperature which will expand the gear to permit installation. The temperature must not exceed 400F (200C). As soon as the gear has been heated, install it on the flywheel.
2.
3.
110A. Flywheel
Figure F.7 Flywheel Assembly
F-14

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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. 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). 2. 3. 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. Check the fit of each hydraulic lifter in its mating bore in the block should also be checked. 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.
2.
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. 3. 4. Intake manifold, as outlined in Section F.4 above. Pushrod, as outlined in Section F.2 above. Rocker arm cover, as outlined in Section F.1 above.
Figure F.8a Removing the Valve Lifter (Slide Hammer Type Tool)
Figure F.8b Removing the Valve Lifter (Plier Type Tool)

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F-15

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. 2. Install the engine oil pressure gauge at a plugged port on tee fitting next to the oil pressure transducer (PSN5). Start the engine and set the maximum speed to 1000 rpm. With warm engine, adjust the engine oil pressure to 50 PSIG.
3. 4.
F
1.
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. Tighten lock nut and make final check of oil pressure. Stop engine and reinstall cap and O-ring. Remove pressure gauge and install plug into tee. Operate unit normally and inspect for oil leaks.
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 With engine stopped, remove valve cap and Oring. Loosen locking nut and adjusting screw so that adjustment procedure is eased with engine operating. 6. 7. 8. 9.
TURN CLOCKWISE TO INCREASE PRESSURE SPRING CAP
O-RING
PISTON
LOCK NUT
STOP RING
ADJUSTING SCREW
VALVE BODY
RETAINER
Figure F.9 Engine Oil Pressure Relief Valve

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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. 2. 3. 4. 5. 6. 7. 8. 9. Remove cap. Remove O-ring. Remove lock nut. Remove adjusting screw. Remove retainer. Remove spring. Remove piston. Remove stop ring (only if desired to replace it). 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 ZZZ 2. = year of manufacture (engine at Crusader) = sequential number, but reset each year Small Numerical GM T MM DD AAA where T MM DD AAA = plant code (Tonowanda) = month of manufacture at GM = day of manufacture at GM = 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.
GM Number T MM DD YAA
Crusader Number XXX Crusader Number YY ZZZ Rear of Left Cyl Head
Figure F.10 Engine Serial l Number Location

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F-17
F-18

(rev03-01)
Engine Wear Analysis

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.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). 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. 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.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 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 engines 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.
2.
3.
G.3 Compression Check

1. 2. 3. 4. 5. Disconnect the primary lead from the distributor or ignition coil. Remove all spark plugs. Disconnect the stepper motor linkage and open the throttle to wide open position. Make sure the battery is fully charged. The engine should be warm, if possible. 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. 7. Make the compression check at each cylinder and record each reading. 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. Reinstall the plugs, wires, and primary lead to the distributor and the throttle linkages.
8.

(rev03-01)
G-1
Engine Wear Analysis

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.
A BLOWBY PROCEDURE With Engine Under Load: B Remove PCV Valve A Install Plug B into PCV Connection Disconnect Breather Hose D at C Plug Hose D into Gas Meter Inlet Connection Hole E Take Measurement: 1-2 CFM = NORMAL 4-5 CFM = WORN Remove B Reconnect A and D as Before
C
Air Cleaner
D E
Gas Meter
CAUTION: ENGINE SURFACES ARE HOT. USE APPROPRIATE THERMAL PROTECTION

RECOMMENDED BILL OF MATERIALS Quantity 1 1 1 10 1 2 1 1 1 U. O. M. Each Each Each Feet Each Each Each Each Each Part No. 97593 1104594 74971 75972 137971 144053 120062 111001 Description Gas Meter Grommet 45 Vent Elbow 5/8 Fuel Line Hose 1/2 MPT x 5/8 Hose Barb 1-1/4 90 Elbow 1-1/4 x 1 Bushing 1 x 1/2 Bushing 1-1/4 90 Street Elbow
G-2

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Test and Service Equipment

Table H.1 List of Recommended Engine test and Service Equipment
Item Digital Multimeter Temperature Probe Engine Exhaust Analyzer Adjustable Timing Light Compression Tester Marine Utility Pump (115 Vac/dc) (12 Vdc) Gas Pressure Gauge (0 to 30 in.) Manifold Vacuum Gauge Remote Starter Switch Oil Filter Wrench Tool Kit Recommended Manufacturer and Model Fluke Model 87 Fluke Model 80TK Module Neotronics FEM Model 950-14 Sears 9-2194 Sears 9-2171 Grainger 1P579 Grainger 1P580 Magnetic 2030 Sears 9-2179 Sears 9-2175 Sears 9-KD3082 (See Table H.3)
Table H.2 Refrigeration Test and Service Equipment

Item AL Ratchet Wrench Pressure/ Vacuum Probe Manifold, Gauge Set Vacuum Gauge, Electronic Refrigerant Recovery Unit Recommended Manufacturer and Model Sears 9-RB10559 Fluke Model PV350 Sears 9RB41300 (R-22 Only) Grainger 1TC70 (R-22 Only) Nat. Refr. Prod. LV1 (R-22 Only)

(rev03-01)
H-1
Test and Service Equipment

Table H.3 Recommended Hand Tools For TecoFROST service
Item Black Polyethylene Case 21"x16"x10" Adjustable Wrench (6") Adjustable Wrench (12") 4-Way Offset Screwdriver Precision Screwdriver Set Diagonal Cutter (4") Round Nose Cutters (6") Vise Grip Long Nose (4LN) All Purpose Crimper Flashlight (AA) 3 pc. File Set Screw Starter (slotted) Screw Starter (phillips) Inspection Mirror (2 1/2 x 3 1/2) Pocket Level Pocket Knife Tape Measure (25 ft.) Socket Set, 1/4" Drive (25 Piece) Socket Set, 1/2" Drive (22 Piece) Hex Key Wrench Set (14 Piece Standard) Hex Key Wrench Set (11 Piece Metric) Combination Wrench Set (17 Piece) (1/4" - 11 1/4") Adjustable Wrench (15") Wire Brush Socket Set (9 pc Metric) Crimping Tool, Amp Contact Extraction Tool, Amp Contact Pry Bar (16") Pipe Wrench (10") Pipe Wrench (18") Hack Saw Feeler Gauge Set (36 Blades) Soldering Iron (45 W) Screwdriver Set (9 Piece) Slip Joint Pilers (6 3/4") Arc Joint Pilers (9 1/2") Needle Nose Pliers (5") Ball Peen Hammer General Purpose Scraper 14-mm Hex Bit (1/2" Drive) 5/8" Hex Bit (1/2" Drive) Spark Plug Thread Chaser Packard Pin Removal Tool (Micro-Pack) Packard Pin Removal Tool (Metro-Pack) Packard Pin Removal Tool (WeatherRackard Crimper (Micro & Metro-Pack) Packard Crimper (Weather-Pack) Recommended Manufacturer and Model Contact East/ 116-832 Sears 9-44602 Sears 9-44605 Sears 9-4112 Sears 9-4107 Sears 9-DXMS54 Sears 9-45075 Sears 9-45332 Sears 9-GBGS66 Sears 9-93380 Sears 9-31321 Sears 9-41024 Sears 9-41025 Sears 9-4098 Sears 9-3971 Sears 9-95428 Sears 9-39399 Sears 9-46417 Sears 9-44074 Sears 9-46683 Sears 9-46803 Sears 9-46803 Sears 9-49661 Sears 9-44662 Sears 9-3668 Sears 9-34441 Amp 601884-1 Amp 305183 Sears 9-44546 Sears 9-30841 Sears 9-30843 Sears 9-3554 Sears 9-40811 Sears 9-54042 Sears 9-41099 Sears 9-45378 Sears 9-45381 Sears 9-45172 Sears 9-38465 Sears 9-47725 Sears 9-SK41464 Sears 9-SK41220 Sears 9-KD730 Packard/12085279 Packard/12032198 Packard/12014012 Packard/12085271 Packard/12014254
H-2

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Microprocessor Digital I/O System

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 Optos can translate a variety of ac- or dc-voltage levels from field devices to a voltage level the microprocessor can understand. Output Optos are used to convert the microprocessor signals to levels a field device can use. These Optos 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 LEDs for the Opto modules are mounted on the modules themselves. The LEDs for the Opto chips are located in banks of eight and are identified in Table I.1. The parts associated with the microprocessors digital I/O system are as follows: The troubleshooting of the I/O system is described in the following paragraphs.
Table I.1 Digital Inputs and Outputs

NAME Stepper Motor Starter Relay Gas/Ignition Relay EFLH Coolant Pump Oil Pump Heater Aux. Heater PCM key-Up Ignition Power Engine Oil Level Coolant Flow PCM Check Engine Comp Oil Level Keypad Lockout LOAD UNLOAD MAKEUP_PUMP ALARM PREALARM CONTROL REMOTE_OUT ECON OUTPUT BAL PIST OUTPUT COUNTER RUNSWITCH REMOTE LOCAL OIL_PUMP_VER AUX_SAFETY_1 AUX_SAFETY_2 AUX_SAFETY_3 AUX_SAFETY_4 AUX_PRE_1 AUX_PRE_2 AUX_PRE_3 PUMPDOWN SLAVE EXTERN_LOAD EXTERN_UNLOAD TEMPERATURE CHIP U1-U4 U5 U6 U7 U8 U11 U12 U13 U14 U21 U23 U24 U24 U27 U27 LED U9-1-4 U9-5 U9-6 U9-7 U9-8 U19-1 U19-2 U19-3 U19-4 U26-1 U26-5 U26-7 U26-8 U32-1 U32-2 OPM0 OPM1 OPM2 OPM3 OPM4 OPM5 OPM6 OPM7 OPM8 OPM9-12 OPM13 OPM14 OPM15 OPM16 OPM17 OPM18 OPM19 OPM20 OPM21 OPM22 OPM23 OPM24 OPM25 OPM26 OPM27 OPM28 OPM29 OPM30 OPM31 CONNECTS J1A-5-10 J1A-11,12 J1B-13,14 J2-4 J2-5 J2-6 J2-7 J2-8 J2-11 J1B-13 J1B-21 J2-9,10 J2-14 J3-9,10 J311-13 OPS-1,2 OPS-3,4 OPS-5,6 OPS-7,8 OPS-9,10 OPS-11,12 OPS-13,14 OPS-15,16 OPS-17,18 OPS-19-26 OPS-27,28 OPS-29,30 OPS-31,32 OPS-33,34 OPS-35,36 OPS-37,38 OPS-39,40 OPS-41,42 OPS-43,44 OPS-45,46 OPS-47,48 OPS-49,50 OPS-51,52 OPS-53,54 OPS-55,56 OPS-57,58 OPS-59,60 OPS-61,62 OPS-63,64
Description OptoCoupler Chip Output HSSR8060 OptoCoupler Chip Input HCPL2730 Opto Module AC Output G4OAC5 Opto Module DC Input G4IDC5 Opto Module AC Input G4IAC5 50 Pin Ribbon Cable Opto Board Opto Board Fuse AC Output Module 5A Interface Board
Tecogen Part No. 78133 78134 78057 78132 78056 78064 78055 78255 78054

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I-1

Table I.2 Alarms and Unit Problem Associated with Input Optos
Alarm Ign Verify/ ESTOP Lo Comp Oil Level Eng Oil Level Check Engine1 Lo Coolant Flow2 Oil Pump Interlock Aux Safety 1-42 Aux PreAlarm 1-32 Condition Customer counters not totalizing2 Remote start not working2 Keypad lockout not working2 Pumpdown not working2 Remote Load/Unload not working2 Process temp. control not working2
Note: 1. Low-emissions option only 2. Facility Option
Input Opto MI-0 (U21) : Ignition Power MI-8 (U27) : Compressor Oil Level MI-4 (U23) : Engine Oil Level MI-7 (U24) : PCM Check Engine MI-6 (U24) : Coolant Flow Switch OPM16 : Oil Pump Interlock OPM17-20 : Auxiliary Safeties OPM21-23 : Auxiliary Pre-Alarms Input Opto OPM9-12 : Counter Inputs OPM13-15 : Remote Pushbuttons MI-9 (U27) : Keypad Lockout Switch OPM24 : Pumpdown Initiate OPM25-27 : Remote Ctrl. & Sequence OPM28 : Pressure/Temperature Select
Type HCPL2730 HCPL2730 HCPL2730 HCPL2730 HCPL2730 G4IAC5 G4IAC5 G4IAC5 Type G4IDC5 G4IAC5 HCPL2730 G4IAC5 G4IAC5 G4IAC5
I.1 Input Optos
Warning
When working inside the control cabinet, use extreme caution to avoid electric shock. When troubleshooting input Optos, remove fuses F1 & F2 to disconnect power to the microprocessor and the 120- and 13.8volt 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 Optos 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 Optos only).
If the alarm or conditions below occur, the problem could involve one of the input Optos: First, determine if the field switch is closed. If so, take the following steps: 1. If the Optos 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.
I-2

(rev03-01)
Table I.3 Alarms & Unit Problems Associated with Output Optos
Device Not Energized Throttle Motor Throttle Motor Starter Motor Gas Solenoid Coolant Pump Oil Heater(s) PCM Comp Oil Pump Unload Solenoid Bulk Oil Pump Device Not Energized EFLH Meter Load Solenoid Economizer Solenoid Balance Piston Valve
Alarm Hi Accel Time Underspeed Crank Failure Start Failure Lo Coolant Press Lo Comp Oil Temp1 Emissions Fault2 Lo Comp Oil Press3 Hi SV Unload Time Engine Oil Level Condition EFLH Motor not Totalizing Failure to Load Failure to Open Economizer Valve2 Failure to Operate Balance Piston4 Failure to Transmit Cust. Alarm Output5 Failure to Transmit Cust. PreAlarm Output5 Failure to Transmit Cust. Control Status5 Failure to Transmit Cust. Remote & Ext. Mode5 Notes:
1 2 3
Output Opto MO-0-3 : Stepper Motor MO-0-3 : Stepper Motor MO-4 : Starter MO-5 : Gas/Ignition MO-7 : Coolant Pump MO-9(,10) :Oil Heater MO-11 : PCM Key-up MO-8 : Comp Oil Pump Relay OPM-1 : Unload Solenoid OPM-2 : Bulk Oil Pump Output Opto MO-6 : EFLH Meter OPM-0 : Load OPM-7 : Economizer OPM-8 : Balance Piston OPM-3 : Alarm Output OPM-4 : Pre-Alarm Output OPM-5 : Control Stat. Output OPM-6 : Remote &Ext. Mode
Type HSSR8060 HSSR8060 HSSR8060 HSSR8060 HSSR8060 HSSR8060 HSSR8060 HSSR8060 G4OAC5 G4OAC5 Type HSSR8060 G40AC5 G40AC5 G40AC5 G4OAC5 G4OAC5 G4OAC5 G4OAC5
An Opto system problem would only be a factor in this alarm if it occurs at startup. Option only. 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. TecoFROST 23MB & 23LB only. Customer Field Option
4 5

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I-3

2. If the Optos LED is Off when the alarm/ problem occurs: Place a jumper on the input terminal to the Opto to simulate that field switch.
I.2 Output Optos

If any alarms or conditions listed above occur, it could involve one of the output Optos: Enter Calibrate Mode (See Appendix J) and energize the output in question. 1. If the Optos 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 modules 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.
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 OPS21 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 Optos) or Interface Board (local Optos). 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. 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.
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.
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.
I-4

(rev03-01)

2. If the Optos 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 Optos 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).

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I-5
I-6

(rev03-01)
Calibrate Mode
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. 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 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. Energize the device by turning its respective Opto on. Optos are turned "On" by pressing the and ENTER keys simultaneously. The Optos are turned "Off" by pressing the V and ENTER keys simultaneously.
2.
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)
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 (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 J.2 J.3 J.4 J.5 J.6 Energize Outputs Energize Engine Throttle Monitor Input Status Thermistor Calibration Pressure Transducer Calibration Slide Valve Calibration
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 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.
J.1
Energize Outputs
To energize one or more devices for diagnostic purposes, take the following steps:

(rev03-01)
J-1
Calibrate Mode
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. Scroll Up Arrow
Page 1 2 3 4 Microprocessor Title Line 1 Line 2 Line 3 Line 4 Home
V1, V2 RPM, THROTTLE SLIDE VALVE POS ANALOG OUT
5 Microprocessor Inputs
IGNITION VERIFY SPARE INPUT #1 SPARE INPUT #2 SPARE INPUT #3 ENGINE OIL LEVEL SPARE INPUT #5 LOW COOLANT FLOW CHECK ENGINE
(EMISSION OPTION)
6 Bottom Opto Modules

SV LOAD OUTPUT SV UNLOAD OUTPUT MAKEUP OIL PUMP ALARM OUTPUT PRE-ALARM OUTPUT CONTROL OUTPUT REMOTE OUTPUT ECON OUTPUT VALVE PIST IN COUNTER 1 COUNTER 2 COUNTER 3 COUNTER 4 RUNSWITCH REMOTE MODE IN LOCAL MODE IN
7 Top Opto Modules

OIL PUMP VERIFY SAFETY #1 IN SAFETY #2 IN SAFETY #3 IN SAFETY #4 IN AUX PALM #1 IN AUX PALM #2 IN AUX PALM #3 IN PUMP DOWN INIT IN SLAVE LOADING IN EXTERNAL LOAD IN EXTERNAL UNLOAD IN TEMP MODE IN SPARE -29 SPARE -30 SPARE-31
Temperatures
SUCTION DISCHARGE COMP OIL OIL SEPARATOR ENG COOLANT ENGINE OIL DUMP HX OUT PROCESS CUSTOMER 1 CUSTOMER 2 CUSTOMER 3 CUSTOMER 4 CATALYST OUT CATALYST IN
Pressures
SUCTION DISCHARGE COMP INLET OIL COMP OIL FILTER ENG COOLANT ENGINE OIL
Outputs
STEPPER PHASE 1 STEPPER PHASE 2 STEPPER PHASE 3 STEPPER PHASE 4 STARTER GAS/IGNITION EFLH METER COOLANT PUMP COMP OIL PUMP OIL HEATER AUX OIL HEATER KEY-UP (EMISSION
OPTION)
J
Down Arrow
Line 5 Line 6 Line 7 Line 8 Line 9 Line 10 Line 11 Line 12 Line 13 Line 14 Line 15 Line 16
COMP OIL LEVEL PANEL LOCKOUT SPARE INPUT #10 SPARE INPUT #11 SPARE INPUT #12 SPARE INPUT #13 SPARE INPUT #14 SPARE INPUT #15
Notes: 1. Chiller Model Only (CH-50ACP)
SPARE OUTPUT #1 SPARE OUTPUT #2 SPARE OUTPUT #3 SPARE OUTPUT #4
J-2

(rev03-01)
Calibrate Mode
J.3 Monitor Input Status J.5 Pressure Transducer Calibration
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 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)
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 transducers 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. 2. With the transducer at atmospheric pressure, check that the display reads "0," zero. 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.
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. 2. Scroll to the "TEMPERATURES" page and select the appropriate line. 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. Compare the displayed reading against the thermometer and adjust the displayed reading as necessary. An adjustment is made by pressing the or V key simultaneously with ENTER.
3.

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J-3
Calibrate Mode
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 or V key simultaneously with ENTER to increase or decrease the displayed reading. 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. 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. Verify that the signal from the Slide Valve Indicator is 2.5 VDC and stable. 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). Verify that the signal from the Slide Valve Indicator is 1.56 VDC and stable. 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). 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). 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.
4. 5.
4.
6. 7.
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. 8.
J
J.6
1. 2.
9.
Slide Valve Calibration
J.6.1 16S and 16L Compressors

Note the position of the Load and Unload Metering Valves, then fully open them to minimize the time required for Slide Valve Board calibration. 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.
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.
J-4

(rev03-01)
Calibrate Mode
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. 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. 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. 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. Remove the slide valve housing cover. At the display, scroll to the slide valve position at Page 1, Line 5. Loosen the slide valve potentiometer and turn until the display indicates less than 2%. 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. Adjust the display to read between 100% and 102% by pressing the ^ or V keys simultaneously with the ENTER key.
2.
3.
4.
5. 6. 7. 8.
9.
10. Repeat steps 7 through 9 until the display reads correctly at both ends of the scale.

(rev03-01)
J-5
Calibrate Mode
J-6

(rev03-01)
Power Supplies
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.
Voltage Symptom of Abnormal Setting Devices Affecting Voltage
+5 VDC
K.1
Microprocessor Power Supply (MPS)
Inoperable microprocessor
Interface Board, Processor Board Interface Board, Processor Board, Modem
+12 VDC
Pressure and/or
temperature readings inaccurate
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 cabinets main panel (also refer to Figure 1.30 showing the control cabinet layout).
Loss of
communications through RMCS -12VDC Loss of communications through RMCS Interface Board
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. Open the units electrical disconnect to remove AC power. Remove the plug from J11 on the Interface Board. Remove the power jack (black 2-conductor wire) from the modem. 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. 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. 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. 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.
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:
Terminal No. J11-1 to Terminal No. J11 -2 Required Voltage (DC) +5.05 to +5.10 volts Note: Voltage on display should be +5.00 volts + 11.50 to +13.00 volts - 11.50 to -13.00 volts
2. 3. 4. 5.
J11 -3 J11 -4
to to
J11 -2 J11 -2
6.
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.
7.
8.

(rev03-01)
K-1
Power Supplies
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 cabinets rear panel (see Figure 1.30).
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
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. 2. Remove fuse F6 at the starter relay. 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. Adjust the voltage if necessary with the potentiometer (PT3) located on the battery charger (near TB2 terminal strip).
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. 2. Make sure the EMERGENCY STOP button is pulled out. 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. If none of the above caused the problem, replace the battery charger.
3.
3.
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.
K-2

(rev03-01)
Schedule Entry
L.1 Introduction L.3 Programming
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.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.
SCHEDULE #0 SUN 0:00
--SET: 60
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.
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.

(rev03-01)
L-1
Schedule Entry
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.
L
L-2 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)
Alarm Setpoint Entry

Warning
The alarm setpoints and operational values should be changed only be personnel intimately familiar with the machines 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 units Display. This capability allows the units 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
LO SUCT DP ALM (X10), LO SUCT ALM DEL (S) , LO SUCT DP PAL (X10), LO SUCT PAL DEL (S) , HI SUCT DP PAL (X10), HI SUCT PAL DEL (S) , LO PROC DT ALM (X10), LO PROC ALM DEL (S) , LO PROC DT PAL (X10), LO PROC PAL DEL (S) , HI PROC DT PAL (X10), HI PROC PAL DEL (S) , AUX SAFETY 1 DEL (S), AUX SAFETY 2 DEL (S), AUX SAFETY 3 DEL (S), AUX SAFETY 4 DEL (S), AUX PALM 1 DEL (S) , AUX PALM 2 DEL (S) , AUX PALM 3 DEL (S)
Description
Suction pressure below setpoint for alarm (X10) Low suction pressure alarm delay (sec) Suction pressure below setpoint for prealarm (X10) Low suction pressure prealarm delay (sec) Suction pressure above setpoint for prealarm (X10) High suction pressure prealarm delay (sec) Process temperature below setpoint for alarm (X10) Low process temperature alarm delay (sec) Process temperature below setpoint for prealarm (X10) Low process temperature prealarm delay (sec) Process temperature above setpoint for prealarm (X10) High process temperature prealarm delay (sec) Delay to aux safety #1 alarm (sec) Delay to aux safety #2 alarm (sec) Delay to aux safety #3 alarm (sec) Delay to aux safety #4 alarm (sec) Delay to aux prealarm #1 (sec) Delay to aux prealarm #2 (sec) Delay to aux prealarm #3 (sec)
Default Minimum Maximum

80 60 50 60 150 600 80 60 50 60 150 600 10 10 10 10 10 10 10 20 10 10 10 10 10 20 10 10 10 10 10 1 1 1 1 1 1 1 150 120 150 120 300 1200 150 120 150 120 300 1200 120 120 120 120 120 120 120

(rev03-01)
M-1
Alarm Setpoint Entry
Table M.2 Operational Setpoint and Control Gain Values

Name P SETPOINT (X10) , P SETPOINT MAX (X10), P SETPOINT MIN (X10), P SETPT SPAN (X10) , P SETPT OFFSET (X10), CYCLE STOP DP (X10) , CYCLE START DP (X10), T SETPOINT (X10) , T SETPOINT MAX (X10), T SETPOINT MIN (X10), T SETPT SPAN (X10) , T SETPT OFFSET (X10), CYCLE STOP DT (X10) , CYCLE START DT (X10), CYCLE DELAY (SEC*3) , CYC DEL FAST (SEC*3), CONTROL PROP GAIN , CONTROL DERIV GAIN , MAX LOAD RATE (X10) , MAX UNLD RATE (X10) , MAX ACCEL RATE , MAX DECEL RATE , MAXIMUM RPM , NETWORK NODE COUNT , UNUSED - 35 , UNUSED - 36 , UNUSED - 37 , UNUSED - 38 , UNUSED - 39 , UNUSED - 40 , UNUSED - 41 , Description Pressure setpoint (psig X 10) Maximum pressure setpoint (psig X 10) Minimum pressure setpoint (psig X 10) Pressure setpoint input span (psig X 10) Pressure setpoint offset (psig X 10) Pressure difference to cycle off (psig X 10) Pressure difference to cycle on (psig X 10) Temperature setpoint (F) Maximum temperature setpoint (F) Minimum temperature setpoint (F) Temperature setpoint input span (F) Temperature setpoint offset (F) Temperature difference to cycle off (F) Temperature difference to cycle on (F) Delay to load cycle off (seconds X 3) Delay to pressure cycle off (seconds X 3) Pressure/temperature proportional gain Pressure/temperature derivative gain Maximum capacity loading rate (%/sec X 10) Maximum capacity unloading rate (%/sec X 10) Maximum acceleration rate (RPM/sec) Maximum deceleration rate (RPM/sec) Maximum speed Number of nodes on network for slave control Unused Unused Unused Unused Unused Unused Unused Default 0 1000 -400 200 0 100 100 0 1000 -400 200 0 100 100 10800 900 10 50 6 6 10 10 3000 0 0 0 0 0 0 0 0 Minimum Maximum -400 1000 -400 1000 -400 1000 -1000 1000 -1000 1000 50 300 50 300 -400 1000 -400 1000 -400 1000 -1000 1000 -1000 1000 50 300 50 300 1800 21600 180 1800 1 50 5 250 3 20 3 20 3 50 3 50 1500 3200 0 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0
M
M-2 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)
Modbus Interface
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 Modicons web site, www.modicon.com. The network can be set up as either single-drop, twowire (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.
N.2 Installation
The controllers 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 S44, S4-7, and S4-8 are set, the associated values are 1, 8, and 16 and the address is 1 + 8 + 16 = 25.
Table N.1 Network DIP Switches

No.
1 2 3 4 5 6 7 8
Off
No network ASCII protocol RS-232 Add 0 to address Add 0 to address Add 0 to address Add 0 to address Add 0 to address
On
Network installed RTU protocol RS-485 Add 1 to address Add 2 to address Add 4 to address Add 8 to address Add 16 to address

(rev03-01)
N-1
Modbus Interface
2 1
Protocol RS-232 Function Receive Transmit Ground RS-485 + P2 Pin 3 5 13 6 8 DB-25 Pin 2 3 7 16 17
14
14 13
Male DB-25 25 13
Figure F.1 Connection Diagram
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 units 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.
Table N.2 Supported Commands

Function 1 2 3 4 5 6 7 8 11 12 17 N-2 Name Read Output Coil Status Read Input Coil Status Read Holding Registers Read Input Registers Force Output Coil Preset Single Register Read Exception Status Diagnostic Read Comm Event Counter Read Comm Event Log Report Slave ID Minimum 0 0 0 0 56 0 0 Maximum 60 111 69 232 60 69 20 Excluded
9-15

(rev03-01)
Modbus Interface
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.
N
No. 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 Use Local mode input Oil pump verify Aux safety #1 input Aux safety #2 input Aux safety #3 input Aux safety #4 input Aux prealarm #1 input Aux prealarm #2 input Aux prealarm #3 input Pumpdown initiate input Slave input Extern load input Extern unload input Extern mode input Check valve closed input Check valve opened input Spare - 31 Ready LED Startup LED Run LED Shutdown LED Alarm LED Start LED Stop LED Run flag Start flag Network start flag Alarm reset flag Net setpoint flag (force out of capacity) Net temperature flag
Table N.3 Output Coils

No. 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Use Stepper phase 1 Stepper phase 2 Stepper phase 3 Stepper phase 4 Starter output Gas & ignition output Eflh meter output Coolant pump output Compressor oil pump output Oil heater output Aux oil heater output Key up output Spare output 1 Spare output 2 Spare output 3 Spare output 4 SV load output SV unload output Makeup oil pump output Alarm output Prealarm output Control output Remote output Check valve close output Check valve open output Counter 1 input Counter 2 input Counter 3 input Counter 4 input Remote start input Remote mode input N-3

(rev03-01)
Modbus Interface
N
No. 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Use Ignition power input Spare input 1 Spare input 2 Spare input 3 Engine oil level input Spare input 5 Coolant flow input Check engine input Compressor oil level input Panel lockout Spare input 10 Spare input 11 Spare input 12 Spare input 13 Spare input 14 Spare input 15 SV load output SV unload output Makeup oil pump output Alarm output Prealarm output Control output Remote output Check valve close output Check valve open output
Table N.4 Input Coils

No. 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48-111 Use Counter 1 input Counter 2 input Counter 3 input Counter 4 input Remote start input Remote mode input Local mode input Oil pump verify Aux safety #1 input Aux safety #2 input Aux safety #3 input Aux safety #4 input Aux prelarm #1 input Aux prelarm #2 input Aux prelarm #3 input Pumpdown initiate input Slave input Extern load input Extern unload input Extern mode input Check valve closed input Check valve opened input Spare - 31 DIP Switces
N-4

(rev03-01)
Modbus Interface
Table N.5 Holding Registers

No. 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Use Day of week (0 - 7, Sunday = 0) Year (0 - 99) Month (1 - 12) Date (1 - 31) Hour (0 - 23) Minute (0 - 59) Second (0 - 59) Hundredth of second (0 - 99) Setpoint ( OR psig X 10) Capacity target (% X 10) Lo Suct Dp Alm (X10) Lo Suct Alm Del (S) Lo Suct Dp Pal (X10) Lo Suct Pal Del (S) Hi Suct Dp Pal (X10) Hi Suct Pal Del (S) Lo Proc Dt Alm (X10) Lo Proc Alm Del (S) Lo Proc Dt Pal (X10) Lo Proc Pal Del (S) Hi Proc Dt Pal (X10) Hi Proc Pal Del (S) Aux Safety 1 Del (S) Aux Safety 2 Del (S) Aux Safety 3 Del (S) Aux Safety 4 Del (S) Aux Palm 1 Del (S) Aux Palm 2 Del (S) Aux Palm 3 Del (S) Unused Unused Unused Unused Unused Unused No. 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 Use Unused Unused Unused Unused Unused P Setpoint (X10) P Setpoint Max (X10) P Setpoint Min (X10) P Setpt Span (X10) P Setpt Offset (X10) Cycle Stop Dp (X10) Cycle Start Dp (X10) T Setpoint (X10) T Setpoint Max (X10) T Setpoint Min (X10) T Setpt Span (X10) T Setpt Offset (X10) Cycle Stop Dt (X10) Cycle Start Dt (X10) Cycle Delay (Sec*3) Cyc Del Fast (Sec*3) Control Prop Gain Control Deriv Gain Max Load Rate (X10) Max Unld Rate (X10) Max Accel Rate Max Decel Rate Maximum Rpm Network Node Count Unused - 35 Unused - 36 Unused - 37 Unused - 38 Unused - 39 Unused - 40

(rev03-01)
N-5
Modbus Interface
Table N.6 Input Registers

No. 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 Use Day of week (0 - 7, Sunday = 0) Year (0 - 99) Month (1 - 12) Date (1 - 31) Hour (0 - 23) Minute (0 - 59) Second (0 - 59) Hundredth of second (0 - 99) Operating mode Active alarm number Active prealarm number Active runback number Setpoint (F OR psig X 10) Logic voltage (mV) Analog voltage (mV) Battery voltage (mV) RPM Slide valve position (% X 10) Capacity (% X 10) Throttle (%) Total starts Total hourmeter (hours) Suction temperature (F X 10) Discharge temperature (F X 10) Compressor oil temperature (F X 10) Oil separator temperature (F X 10) Coolant temperature (F X 10) Engine oil temperature (F X 10) Dump HX temperature (F X 10) Process temperature (F X 10) Customer 1 temperature (F X 10) Customer 2 temperature (F X 10) Customer 3 temperature (F X 10) Customer 4 temperature (F X 10) Catalyst outlet temperature (F) Catalyst inlet temperature (F) Suction pressure (psig X 10) No. 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 Use Discharge pressure (psig X 10) Compressor oil pressure (psid X 10) Oil filter pressure (psid X 10) Engine Oil pressure (psig X 10) Coolant pressure (psig X 10) O2 sensor (mV) Long-term block learn Short-term block learn Fuel valve position (%) EGR actual position (%) EGR command position (%) RPM from PCM Manifold absolute pressure ("Hg X 10) Barometric absolute pressure ("Hg X 10) Timing target ( X 10) Throttle from PCM (%) Coolant temperature from PCM () Manifold temperature () Battery voltage from PCM (V X 10) First DTC Second DTC Microprocessor output word Microprocessor input word Opto I/O word 1 (0 - 15) Opto I/O word 2 (16 - 31) Customer voltage input 1 Customer voltage input 2 Customer voltage input 3 Customer voltage input 4 Counter 1 Counter 2 Counter 3 Counter 4 Program Revision Year Program Revision Month Program Revision Day Anti-recycle time (seconds)
N-6

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Modbus Interface
Table N.6 Input Registers (Continued)
No. 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 Use Alarm 1 Number Alarm 1 Mode Alarm 1 Year Alarm 1 Month Alarm 1 Day Alarm 1 Hour Alarm 1 Minute Alarm 1 Second Alarm 2 Number Alarm 2 Mode Alarm 2 Year Alarm 2 Month Alarm 2 Day Alarm 2 Hour Alarm 2 Minute Alarm 2 Second Alarm 3 Number Alarm 3 Mode Alarm 3 Year Alarm 3 Month Alarm 3 Day Alarm 3 Hour Alarm 3 Minute Alarm 3 Second Alarm 4 Number Alarm 4 Mode Alarm 4 Year Alarm 4 Month Alarm 4 Day Alarm 4 Hour Alarm 4 Minute Alarm 4 Second Alarm 5 Number Alarm 5 Mode Alarm 5 Year Alarm 5 Month Alarm 5 Day Alarm 5 Hour Alarm 5 Minute Alarm 5 Second No. 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 Use Alarm 6 Number Alarm 6 Mode Alarm 6 Year Alarm 6 Month Alarm 6 Day Alarm 6 Hour Alarm 6 Minute Alarm 6 Second Alarm 7 Number Alarm 7 Mode Alarm 7 Year Alarm 7 Month Alarm 7 Day Alarm 7 Hour Alarm 7 Minute Alarm 7 Second Alarm 8 Number Alarm 8 Mode Alarm 8 Year Alarm 8 Month Alarm 8 Day Alarm 8 Hour Alarm 8 Minute Alarm 8 Second Alarm 9 Number Alarm 9 Mode Alarm 9 Year Alarm 9 Month Alarm 9 Day Alarm 9 Hour Alarm 9 Minute Alarm 9 Second Alarm 10 Number Alarm 10 Mode Alarm 10 Year Alarm 10 Month Alarm 10 Day Alarm 10 Hour Alarm 10 Minute Alarm 10 Second

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N-7
Modbus Interface
Table N.6 Input Registers (Continued)

No. 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 Use Alarm 11 Number Alarm 11 Mode Alarm 11 Year Alarm 11 Month Alarm 11 Day Alarm 11 Hour Alarm 11 Minute Alarm 11 Second Alarm 12 Number Alarm 12 Mode Alarm 12 Year Alarm 12 Month Alarm 12 Day Alarm 12 Hour Alarm 12 Minute Alarm 12 Second Alarm 13 Number Alarm 13 Mode Alarm 13 Year Alarm 13 Month Alarm 13 Day Alarm 13 Hour Alarm 13 Minute Alarm 13 Second Alarm 14 Number Alarm 14 Mode Alarm 14 Year Alarm 14 Month Alarm 14 Day Alarm 14 Hour Alarm 14 Minute Alarm 14 Second Alarm 15 Number Alarm 15 Mode Alarm 15 Year Alarm 15 Month Alarm 15 Day Alarm 15 Hour Alarm 15 Minute Alarm 15 Second No. 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225 226 227 228 229 230 231 232 Use Alarm 16 Number Alarm 16 Mode Alarm 16 Year Alarm 16 Month Alarm 16 Day Alarm 16 Hour Alarm 16 Minute Alarm 16 Second Alarm 17 Number Alarm 17 Mode Alarm 17 Year Alarm 17 Month Alarm 17 Day Alarm 17 Hour Alarm 17 Minute Alarm 17 Second Alarm 18 Number Alarm 18 Mode Alarm 18 Year Alarm 18 Month Alarm 18 Day Alarm 18 Hour Alarm 18 Minute Alarm 18 Second Alarm 19 Number Alarm 19 Mode Alarm 19 Year Alarm 19 Month Alarm 19 Day Alarm 19 Hour Alarm 19 Minute Alarm 19 Second Last Power Loss Mode Last Power Loss Year Last Power Loss Month Last Power Loss Day Last Power Loss Hour Last Power Loss Minute Last Power Loss Second
N-8

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Compressor Service Procedure

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

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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 250000025-132), 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. 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).
Important
O
1. 2. 3.
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: Mechanical seal replacement kit Two 8 mm jacking rods Two pull rods manufactured from rod 1/8 diameter and approximately 15 long. Bend one end 1/2 long at a 90 angle; bend the other end 2 long at a 90 angle in the opposite direction.
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).
Preparation 1. Refer to Chapter 3, section 3.5 for guidelines on preparing the compressor for General Component Replacement. With the engine stopped, disconnect the negative battery cable to prevent accidental starting. Remove the coupling guard (Figure O.2). 3.
2. 3.
Figure O.4
Using two pull rods, grasp the shaft seal sleeve and remove the sleeve and mechanical seal assembly together (Figure O.5).
Figure O.2 Figure O.5

O-2 TecoFROST 16S/L & 23MB/LB Operation & Maintenance Manual
(rev03-01)

4. Remove the oil seal retainer from the seal housing (Figure O.6). 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. Lubricate the lip seal and install into the seal housing (Figure O.8)
2.
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.
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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).
Figure O.7
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 250000025-132), 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.
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. 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.
5.
Important
THIS MODIFICATION MUST BE MADE OR THE SEAL WILL FAIL DUE TO INADEQUATE LUBRICATION AND COOLING.

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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.
Figure O.10
O
6.
Note
If the mechanical seal is properly positioned, a 0.001 feeler gauge will NOT fit between the seal and the seal base. Fasten the seal to the sleeve using the supplied setscrews (Figure O.11).
Figure O.13
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.
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. Remove the mechanical seal mating ring from inside the seal housing cover (Figure O.12).
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.
8.
Figure O.12
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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. 2. 3. 4. 5. With the engine stopped, disconnect the battery negative cable to prevent accidental starting. Remove the coupling guard. Remove the compressor shaft collar. Loosen the set screws in the compressor hub. Loosen the screws that attach the compressor hub to the spacer. Back these screws out as far as possible. 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. Remove the compressor hub. Remove the compressor spacer ring. 6. Slide the compressor hub against the spacer. Fasten the spacer to the compressor hub. This will center the flexible element and spacer. Torque the bolts that attach the flexible element to the flywheel adapter to 150 ft-lb. Tighten the set screws in the compressor hub to 90 ft-lb. Install the compressor shaft collar against the compressor spacer ring. Tighten the clamping screws to 75 ft-lb.
7. 8. 9.
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.
6.
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. 2. Mechanical No.78040). seal replacement kit (Part
7. 8.
Coupling Installation 1. 2. 3. 4. Clean the compressor hub bore and compressor shaft. Remove any nicks or burrs. Install the compressor spacer ring against the shaft seal-mounting sleeve. Install he key on the compressor shaft. 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. Attach the flexible element and spacer to the flywheel adapter plate with the bolts at this time.
5.
Two jacking rods with size M12 x 1.75 metric threads.

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Preparation 1. Refer to Chapter 3, Section 3.5 for guidelines on preparing the compressor for General Component Replacement. With the engine stopped, disconnect the battery negative cable to prevent accidental engine starting. Remove coupling guard and set aside. Refer to Section 4 of this Appendix for details on removing the drive coupling. Remove the compressor compressor shaft. hub from the 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).
2.
3. 4.
5.
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.
Figure O.15 Socket Head Bolts and Seal Housing Cover Removal
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.
Figure O.14 Compressor Mechanical Seal Components Figure O.16 Bearing Gland Removal
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.
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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. 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. 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).
2.
Figure O.17 Mechanical Seal Box Removal
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Figure O.19 Drive Pin Location
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.
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.
Figure O.18 Mechanical Seal Assembly

Assembly Refer to Figure O.14 for the overall configuration of the compressor mechanical seal components.
Figure O.20 Measurement Procedure Drive Ring Face to Compressor Housing Face

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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). 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. 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).
8.
Figure O.21 Mechanical Seal Installation

5. Confirm that the drive pin on the seal drive ring is engaged in the seal retainer hole (Figure O.22).
Figure O.23 Lip Seal Installation

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.
Figure 0.22 Engaging Seal Drive Ring in Retainer Hole

6.
Using one hand, exert an axial force to push the 10. As shown in Figure O.24, install the mechanical seal box in the discharge casing. The mechanical seal retainer against the seal drive ring, and with a seal box anti-rotation pin must engage the groove long thin screwdriver, disengage the spring clips of the thrust bearing, and the spring pin on the from the seal retainer. Disengage the clips in an opposite end must be located in the 3 o'clock "X" pattern. Do not release pressure until all the position. 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,
Figure O.24
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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. 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.
Figure O.25 Bearing Gland Installation

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.
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Figure O.28 Compressor Mechanical Seal Components
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 O.26 Inspection of Anti-Rotation Pin

13. Install and lubricate a new O-ring onto the seal seat. Align the seal seat hole with the antirotation pin on the seal housing cover, and install the seat in the seal housing bore.
Figure O.27 Seal Seat Installation Figure A.29 Socket Head Bolt Fastening
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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.
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. 2. 3. 4. Remove the coupling guard. Loosen the set screws in the compressor hub. Loosen the screws that attach the compressor hub to the flexible element. 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. The compressor hub can now be removed.
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.
5.
Coupling Installation 1. 2. 3. Clean the compressor hub bore and compressor shaft. Remove any nicks or burrs. Install the key on the compressor shaft. 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. Attach the flexible elements and spacer to the flywheel adapter plate with the bolts provided. Do not tighten the bolts at this time. Slide the compressor hub against the spacer. Fasten the flexible element to the compressor hub. do not tighten bolts at this time.
4.
5.
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6. 7. 8. 9. Torque the bolts that attach the flexible element to the flywheel adapter to 150 ft-lb. Torque the bolts that attach the flexible element to the compressor hub to 150 ft-lb. 2. Tighten the set screws in the compressor hub to 90 ft-lb. Install the coupling guard. 3. Compressor Installation 1. Do not attempt to install the compressor with the engine already installed on the package. Lift the compressor into position on the compressor package. Install the compressor mounting hardware, but do not tighten. Align the compressor shaft with a center line established by the compressor/engine mounting angles. Fasten the compressor to the mounting angle. Reinstall the engine adapter and engine.
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. Remove the coupling guard to gain access to the coupling. Remove the coupling. Refer to the Coupling Removal/Installation instructions below. 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. Unbolt the engine adapter and remove it from the compressor. Disconnect all piping, tubing, and wiring that attaches to the compressor. Attach a lifting sling to the compressor. Unbolt the compressor feet and remove the compressor from the package. 4.
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. 2. Refer to Figures O.30 through O.31. 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.
2. 3. 4.
5. 6. 7. 8.
Figure O.30 Compressor Oil Pump

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3. 4. 5. Remove the head capscrews. Tilt top of head back when removing to prevent idler from falling off idler pin. Remove idler and bushing assembly. If idler busing needs replacement, see Installation of Carbon Graphite Bushings. 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). Loosen two setscrews in face of bearing housing a n d u r n t h r u s t b e a r i n g a s s e mb l y counterclockwise and remove from casing (See Figure O.33). Remove snap ring from shaft (See Figure O.33). Remove brass bar or piece of hardwood from port opening. 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.
6.
7.
8. 9.
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.
Figure O.31 Cutaway of Compressor Oil Pump
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Modifications to pump casing and rotor are required for installation of optional Teflon mechanical seal. Consult the factory. ITEM NAME OF PART 1 2 3 4 5 6 7 Locknut Snap Ring, Outer Ball Bearing, Outer Snap Ring for Shaft* Bearing Housing Snap Ring, Inner Ball Bearing, Inner ITEM 8 8A 9 10 11 12 13 NAME OF PART Casing (4195) Casing (495) Pipe Plug Mechanical Seal Rotor and Shaft Idler Bushing Idler and Bushing ITEM NAME OF PART 14 15 16 17 18 19 20 Head Gasket Idler Pin Head and Idler Pin Capscrew for Head Gasket for Relief Valve Relief Valve Capscrew for Valve
*Not used on GG size pumps.
Figure O.32 Exploded View of Viking Compressor Oil Pump

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.

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2. 3.
Figure O.33 Thrust Bearing Assembly

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. 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. 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. Place seal spring on shaft against rotor hub. Refer to Figure O.35. 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. 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. 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.
4.
5. 6.
7.
8.
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Figure O.34
Figure O.35
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. 4. Tighten two setscrews in face of bearing housing after adjustment is made to secure thrust bearing assembly position. End Clearance .003
Pump Distance in inches on O. Size D. of Bearing Housing HJ, HL 9/16
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. 2. 3. A press must be used for installation. Be certain bushing is started straight. Do not stop pressing operation until bushing is in proper position, starting and stopping will result in a cracked bushing. Check bushing for cracks after installation.
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. Mark position of bearing housing with respect to the casing. Rotate thrust bearing assembly counterclockwise the distance listed below as measured on outside of bearing housing.
4.
2. 3.

(rev03-01)
O-15
O-16

(rev03-01)
TecoFROST Log Form

Example TecoFROST Log Form
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. ( F) 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:
o

(rev03-01)
P-1
(rev03-01)
Index
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 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Index-1
Index
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 Index-2 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Index
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 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Index-3
Index
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
Index-4

(rev03-01)
Index
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-5
Index
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
Index-6

(rev03-01)
Index
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-7
Index
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
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 Index-8 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Index
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 TecoFROST 16S/L & 23MB/LB Operating & Maintenance Manual
(rev03-01)
Index-9
Index
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
Index-10

(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

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TecoFROST

Industrial Refrigeration Package

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

FIRE OR EXPLOSION PREVENTION

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

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

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

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

Booster 23MB 158 ! ! ! 23LB 158 ! ! !

431 723 209 228 80

431 723 209 228 80

431 723 209 228 80

431 723 209 228 80

110/115 208230/460 60 6 3 Ph. 3 Wire ! ! !

3 Ph. 3 Wire 3 Ph. 3 Wire 3 Ph. 3 Wire

115 275 3875

115 275 3875

115 275 3875

115 275 3875

1 5/8" ODS HEAT RECOVERY INLET (OPTIONAL)

1 5/8" ODS HEAT RECOVERY OUTLET (OPTIONAL)

DUMP HEAT EXCHANGER

COOLING WATER DRAIN

CANCHOR BOLT HOLE L

MAKE-UP WATER CONNECTION 1/2" FPT SEE NOTE 8

R EADY ST AR TUP R UN SH UTD OW N AL ARM

R ESET STA RT STO P

DUAL RELIEF VALVE 1 1/4" GAS INLET

87 APPROX. OVERALL PACKAGE HEIGHT

OIL PAN DRAIN

C 1 5/8" ODS L WATER INLET C 1 5/8" ODS L WATER OUTLET

DUAL OIL FILTER (OPTIONAL)

C ANCHOR BOLT HOLE L

13 15/16 REF 22 7/16

ELECTRICAL OUTLET FOR BULK OIL PUMP 2 TYP.

41 42 1/8 (R-717) 44 1/4 (R-22)

C 3/4" FPT "SOC" L

(4) 1" DIA. BOLT HOLE SEE NOTE 7 45

1 5/8" ODS HEAT RECOVERY INLET/OUTLET (OPTIONAL)

18 REQ'D CLEARANCE TO SERVICE PACKAGE 18 REQ'D CLEARANCE TO SERVICE PACKAGE

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

Figure 1.1 TecoFROST 16S and 16L General Arrangement

CDUMP HEAT EXCHANGER L

C ANCHOR BOLT HOLE L

4. RELIEF LINE TO BE PIPED TO OUTSIDE ATMOSPHERE PER ANSI/ASHRAE 15-LATEST REVISION.

AIR PURGER (1/8" FPT AIR VENT CONNECTION)

4. RELIEF LINE TO BE PIPED TO OUTSIDE ATMOSPHERE PER ANSI/ASHRAE 15-LATEST REVISION.

C SEPARATOR L 25 5/8 22 3 1/4

"G" "H" "J" C SUCTION L C ANCHOR BOLT HOLE L

READY STARTUP RUN SHU T O N DW ALARM

DISCHARGE CHECK VALVE C "SOC" VALVES L 3/4" FPT

2 TYP. ELECTRICAL OUTLET FOR BULK OIL PUMP 6

3 13/16 COOLING WATER DRAIN CANCHOR BOLT HOLE L 6 12

18 REQUIRED CLEARANCE TO SERVICE PACKAGE

(4) 1" DIA. BOLT HOLE

C ANCHOR BOLT HOLE L 75

36 REQUIRED CLEARANCE TO SERVICE PACKAGE

36 REQUIRED CLEARANCE TO SERVICE PACKAGE

20 1/2 41 44 68 1/4 OVERALL WIDTH

18 REQUIRED CLEARANCE TO SERVICE PACKAGE

Figure 1.2 TecoFROST 23MB and 23LB General Arrangement

1 5/8" ODS HEAT RECOVERY OUTLET (OPTIONAL)

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