CONTACT DETAILS
Service
Please contact the TRT service department if you have any questions about your trailer. Please list the model number and Vehicle Identification Number (VIN) in all correspondence.
Manufacturer
TRT - Tidd Ross Todd Ltd
48 Maui Street
Pukete Industrial Estate Hamilton 3200, New Zealand
Phone: +64 7 849 4839
Fax: +64 7 849 3628 trailers@trt.co.nz www.trt.co.nz
Technical Support
Contact your local distributor.
Supplied Trailer Information
Supplied documentation (electronic) comprises the following: Operating Procedure, Risk Analysis, Rated Capacity, Parts Catalogue and Service Manual.
Modifications to the Trailer
Any modifications made to the Trailer must be approved by manufacturer. Failure to gain written approval will void warranty.
Vehicle Identification Number (VIN)
When corresponding with the manufacturer the VIN should be included, it will be used to identify the trailer. (VIN is located at the front of the trailer.)
TRT Australia 1028 Lytton Road, Murarrie, QLD 4172 Australia
Phone: +61 7 3890 8800
Email: cranesales@trtaust.com.au www.trtaustralia.com.au
5.8
5.9.4
5.9.5
1. GENERAL NOTES
1.1 Using the Manual
This manual is to be used by the operator with experience and training in heavy equipment. It does not replace appropriate training and instruction.
Please read and understand sections 1 and 2 before commencing any work. It is also recommended that the Risk Analysis (see page 76) and Operators Manuals are fully read and understood prior to use. If in doubt ask.
1.2 Warnings and Symbols
The following designations and symbols are used in the manual to highlight particularly important information.
Symbol Message
Please read this operating manual, even if you have operated TRT ESS trailers before, to familiarise yourself with the available functions.
TRT is focused on innovation and continual improvement of our products and services. To make the operating interface for our platform and house trailers similar, we have moved to the 4th generation of our specialised ESS trailer software.
The Gen4 software provides:
additional service tracking information,
the ability for one screen to be compatible with a number of trailers, and
new options such as manual steer lock and steer axle isolation.
This symbol reminds you that you are working with substances which are harmful to the environment. The measures required to the corresponding maintenance work are indicated next to the symbol. More detailed information can be found in the section Handling substances which are harmful to the environment, section 2.4.
DANGER - This symbol indicates dangers related to the described operation that may result in personal injury. The type of hazard (e.g. life-threatening, personal injury, risk of crushing or electrocution) is described.
CAUTION - This symbol is used when damage to the trailer and related equipment can occur.
NOTE - This symbol is used to draw attention to important information relating to the task or entity it is attached to.
OPTIONS - Indicates something that isn’t standard on trailers, but is available as an option.
Trailer Owners and Operators:
Thank you for choosing a TRT product, the use of the trailer should be as efficient and as safe as possible by you as an owner and or operator by following the guidelines below:
Do not operate this trailer until this manual has been read and fully understood.
Comply with:
a. Health and safety regulations.
b. Local regulations.
Understand and Follow the instructions in this and other documents supplied with this product.
Use common sense and perform safe working practices.
This trailer should only be operated by a trained operator, directions should come from an informed, knowledgeable source.
If there is information or data missing from this product please contact your local distributor.
The safety of the operator and the people in thevicinity of the trailer is your priority.
1.3 Safety Bulletin Distribution and Compliance
The safety of TRT product users is of paramount importance, bulletins are one of the means used to communicate important safety and other relevant information to the dealers and TRT product owners.
The information contained in the bulletins is specific to the trailer model and serial numbers.
The bulletins are distributed via registration information from the dealer/owner. It is very important to keep the contact information up to date to in order to receive important updates. To ensure the safe operation and longevity of the trailer the bulletins information actions should be complied with.
1.4 Contacting the Manufacturer
When the manufacturer needs to be contacted be ready to supply the model and serial numbers of your trailer, along with your name and contact information. At a minimum, the manufacturer should be contacted for:
Accident reporting.
Questions regarding product applications and safety.
Standards and regulations compliance information.
Questions regarding product modifications.
Current owner updates, such as changes in trailer ownership or changes in your contact information (see transfer of trailer ownership below).
Address: 48 Maui Street, Pukete Industrial Estate 3200, Hamilton, New Zealand.
Phone: +64 7 849 4839 (NZ)
Email: trailers@trt.co.nz
1.5 Transfer of Ownership
If you are not the original owner, contact the manufacturer as soon as possible with details including:
Serial number.
Name of new owner.
Date of ownership transfer.
This will ensure any relevant information is received in a timely manner.
2.
SAFETY AND ENVIRONMENT
The safety alert symbol is used to alert you to potential personal injury hazards. Obey all safety messages that follow this symbol to avoid possible injury or death. Where a risk exists for the operator or trailer the following safety alert symbols will be used.
2.1 Intended use of the Trailer
The trailer is designed for moving loads.
Includes observing and following the load ratings, operating and maintenance guidelines supplied by TRT.
2.2 General Safety
2.2.1 Symbol and Hazard Pictorial Descriptions
All Safety signs are available for purchase through spare parts.
2.2.2 Safety Sign Maintenance and Replacement
Replace any missing or damaged safety signs. Keep operator safety in mind at all times. Use mild soap and water to clean safety signs. Do not use solvent based cleaners as they may damage the safety sign material.
2.3 Work Area Safety
2.3.1 General Work Guidelines/Safe Working Practices
TO PREVENT INJURY AND DAMAGE TO THE TRAILER AND OTHERS
Always - be sure of your surroundings before lifting the trailer.
Look for overhead obstructions.
Look either side.
Always - Ensure there is no personnel around the trailer before lifting, lowering or moving.
Check the ground substrate can support the weight of the load. Protect underground services if required.
x Do not - use the trailer for unintended use.
x Do not - allow people under the loads at any time.
Do not - start the powerpack or operate the steering when personnel are under the trailercrush hazard.
x Do not - exceed the ratings of the trailer or related components.
DANGER
DANGER
Be aware of overhead and pole stay wires.
Poor weather conditions can have a major effect on safe trailer operation, most notably wind and heavy rain for ground conditions.
DANGER Always - complete a risk assessment to identify hazards that may cause damage to the trailer/ load, injury or death. Assess the risk and apply control measures to ensure safe practices.
2.4 Emergency Stop
The trailer has 2 emergency stop buttons (E-stop) that perform different tasks depending on which E-stop button is actuated.
1. At the main enclosure (shown in picture on the RHS of the gooseneck).
2. On the remote.
3. At a location specified by the customer (optional extra).
The E-stop at the main enclosure is a master off button. The motor will stop and the computer ECUs are powered down. The powerpack will crank over and try to restart but will not run.
Resetting the E-stop will allow the powerpack to re-start and the trailer to operate.
2.4.1 E-stop on the Remote Control
The E-stop on the remote control shuts down all transmissions from the remote.
If the E-stop is pressed on the remote It does NOT turn the powerpack off, the remote will have to be re-enabled after the E-stop is reset.
2.5
Handling Substances
What substances are harmful to the environment?
When you carry out maintenance work on the crane you will work with consumables which are classed as harmful to the environment by current national and regional regulations. These include but not limited to - oils, fuel, grease, used oil and fuel filters, as well as rags which have come in contact with these environmentally harmful substances.
When handling these substances follow all regulations as well as the instructions in this chapter.
Use suitable equipment
Substances harmful to the environment can be corrosive. When conducting maintenance work involving these consumables such as oils, coolant and fuel always use containers, hoses, pumps, funnels etc. which are large enough and resistant to the consumables. For oil sampling, always use containers that can be sealed, have adequate capacity and resistant to the consumables.
Filling and draining
When filling and draining, make sure that all harmful substances are collected into containers. Ensure none are spilt in/onto the ground, sewers, drains or water tables.
Catch consumables (oils, fuels, coolant) in suitable containers when draining.
Always use a hose and funnel when draining, a funnel or a filling pump with suitable hose for the particular substance when filling.
Collect and store separately
Harmful Substances should always be collected separately from other waste.
Ask your local environmental protection authority about categorising consumables/ substances.
Also, when collecting environmentally harmful substances, keep solid materials such as filters separate from liquids. Disposal costs will be reduced if you collect liquids separately according to certain categories.
Store harmful substances in approved containers and in locations which meet the requirements of current national and regional regulations.
Disposal
Ask your local environmental protection authority about disposal options.
Once accumulated, have the harmful substances disposed of only by approved disposal companies.
3. GENERAL DESCRIPTION
The ESS house trailer is designed to operate trouble free for a specialised application, simple to use once the basic training has been undertaken.
It is essential that the operators have the necessary knowledge to operate this specific type of trailer.
3.1 House Trailer Features
Each trailer comes with the following standard features:
The trailer is powered by its own electric start diesel hydraulic powerpack.
The trailer will steer automatically, it also has a remote control to steer the trailer. An ESS display unit inside the truck displays information to the driver.
One double acting hydraulic ram at front to lower or raise the gooseneck.
Independent double acting suspension rams, which are fully compensating in suspension mode. (Each side compensates separately).
Front gooseneck manually trombones out.
The trailer has whisker pockets along trailer for steel beams. These are spaced as per axle centres.
On the gooseneck there are some form of landing legs as standard. Drop down landing legs are the standard options, but other available options are hydraulic sidestep legs, or a hydraulic leg and foot.
DANGER
The landing legs are not designed to be used loaded.
Never leave a loaded trailer in a raised position for extended periods. Always fully lower a loaded trailer when not in use. If this is not possible, suitably jack or block trailer and load.
Each trailer has towing points as standard (more available as an option if required).
One each side of each suspension tower.
Two at rear of trailer.
One each side at base of gooseneck.
3.2 Steering Overview
1. As the truck turns a corner, an encoder turns inside the rotating skid-plate to indicate the angle of turn.
2. The Electronic Control Unit (ECU) tells the valves to release oil to the steer rams to turn the steering on all axles, commanding them to steer in the correct direction.
3. Linear transducers inside the steer rams indicate the length of ram extension for each individual ram and the ECU calculates each wheel’s steer angle, based on its ram extension.
4. The ECU then calculates the angle the steering should be at and adjusts the rams to suit.
5. The ECU compares the actual information against the theoretical requirements and decides whether the system is working as designed or whether a fault needs to be indicated. (This happens hundreds of times a second.)
6. A redundancy system is part of the system design. The redundancy system is called Accumulator Emergency Steer - AES.
4. INSPECTION AND TRANSPORTATION
4.1 Pre-operational Checks
On each occasion prior to using the house trailer the following procedures must be carried out to ensure the safety of the personnel involved.
1. Check that the trailer is road worthy and legal paperwork is current.
2. Ensure that the maintenance schedule is up to date.
3. Walk around the trailer and check all hydraulic, electric, and air couplings are fitted correctly and leak-free.
4. Walk around the trailer and check for obvious faults such as:
Tyres are all correctly inflated including the spares.
Wheel nuts and studs are torqued to correct tension with none missing (section 7).
No air leaks from hoses, tanks, valves or couplings.
No hydraulic leaks from rams, hoses or valves.
No structural cracks to trailer frame and structure.
Ensure:
1. The AES (accumulator emergency steer) valve is open and the drain is closed. Refer section 5.6.
2. The support legs are raised and locked before moving the trailer.
Wheel alignment is correct - to do this, the truck and trailer need to be configured in the straight-ahead position with wheels straight (powerpack on - section 5).
Check that the trailer kingpin is the correct size and is fully engaged with the 5th wheel.
Ensure the skid-plate drive ‘wedge’ is fully engaged in the 5th wheel.
Test that the brakes and lights are fully operational.
Ensure load securing devices that will be required are available. This includes dunnage and matting - stow securely to prevent movement in transit.
Check that you have the required permits.
Check that the suspension is set to the correct height and that enough axles are fully compensating for the load that is to be carried.
Check that the route has adequate ground clearance to suit the trailer. This is particularly important over railway lines and off road situations.
Allow for road traction which is significantly reduced in wet or unsealed conditions.
Be aware of weather conditions as these can affect the task to be carried out. Rain and fog can reduce traction, increase stopping times and reduce visibility. High winds will affect the stability of the load. Hot conditions will increase tyre pressures and heat build-up within the axles.
Ensure the powerpack(s) are checked and fuelled. (See specification manual for motor data.)
For trailers fitted with TRTs rear Quick connect provision- check the clip-on locking pins are located correctly on their respective bosses.
Check that electrical looms have no chafe damage. Check the loom integrity at the plugs and repair any faults immediately. Check that the turning and/or lifting motion of the trailer cannot pull on the looms.
Ensure no personnel are under the trailer before starting the powerpack.
For trailers fitted with TRTs CAT TRACK hose stowage system. ensure the tray is clean and free of obstructions.
The powerpack ignition must be turned OFF when attaching or detaching the electrical connectors to the truck and trailer. Electrical spikes can occur which can corrupt the software.
5. OPERATING INSTRUCTIONS
5.1 Starting the ESS Trailer
DANGER
Ensure no personnel are under the trailer before starting the powerpack. Failure to do so could result in serious harm or death.
1. Ensure the AES drain valve is in the closed position.
2. Turn the main red isolator to the ‘on’ position (located at the main electrical enclosure).
3. Turn the key to the start position to start the powerpack (located at the main electrical enclosure).
4. Configure the trailer as necessary on the ESS display.
5. If the trailer has 1 or more clip-ons, make sure you input the correct clip-on ID numbers, in the correct order.
5.2 Turning the ESS Trailer off
1. Turn the key to the off position. (Turns off the motor).
2. Turn the main red isolator to the off position (turns off the computers). The red isolation switch is a 24volt electronics isolator only.
5.2.1
Emergency Stop
There is an emergency stop button located on the main electrical enclosure, in the event of emergency press this switch.
5.2.2
Battery Isolation
The trailer has two battery isolators - 12V and 24V. Turn off both battery isolators before welding on the trailer.
The powerpack has a 12V stop, start, charge, and motor control. The trailer computer system is 24V to minimise voltage drop problems.
In an emergency, this trailer can be operated by manual controls located within the main electrical enclosure. These are not intended for day to day operation.
The operations switch must be in the manual position for the manual controls to work. A red warning light indicates the trailer is in manual operation mode. If there is a secondary remote control of the manual switched control, the manual switched control must be OFF for the remote to control the function.
Return the operations switch to the remote position before resuming normal operations. The trailer needs full air pressure for the switch to operate the rev function.
The manual controls are:
Rev-lifter Low - OFF - High Kingpin slider Left/Right Goose-neck Raise/Lower Operation Manual/Remote Suspension Raise/Lower
NOTE:
If the main E-stop is activated on the enclosure the engine can crank and will fire while cranking but NOT continue to run.
5.3 Manual control
If you start the powerpack but don’t configure on the screen, after 40 seconds the trailer will autoconfigure to the last setup.
Note that there are additional manual switches on the back face of the main enclosure (lights, flashers etc.) These are intended for regular operator use.
5.4 Remote Control
5.4.1
Remote Control Overview
This features on this trailer can be operated by a remote control. This is ideal for use by a third party such as a trailing pilot for increased trailer manoeuvring capability. Please note the following:
The remote needs to be re-connected every time the engine ignition is switched on.
Turn remote off after use to save batteries and avoid accidental actuation of functions. The remote has no sleep mode.
The remote is supplied with 2 batteries and an in-vehicle battery charger.
On the controls, right is true right side of trailer and left is true left side of trailer.
5.4.2 LEDs
The green ‘heart-beat’ LED flashes fast when disconnected and slowly when the remote is connected.
A blinking red LED and an audible beep signal that the battery is flat.
A steady red LED and beep indicates the E-stop is activated and/or a paddle is activated whilst remote activation is in place.
5.4.3 Remote Control Layout
Label Description
- LEDs at centre top. See ‘LEDs’ above.
Side-step leg Drive the sidestep legs down to lift the rear of the truck off the ground before using sidestep.
Diverter valve
Kingpin or sidestep
2-position switch - kingpin or sidestep leg.
Changes the function of the Kingpin or sidestep slider.
Function depends on Diverter valve switch.
Kingpin: shift the skid plate left or right at the fifth wheel. Sidestep leg: move the rear of the trailer left or right with the sidestep legs.
Stop Emergency stop. Immediately turns off every function on the remote control.
Left
Use this to raise or lower the suspension on the true left side of the trailer.
Front Use this to raise or lower the gooseneck.
Right
Use this to raise or lower the suspension on the true right side of the trailer.
Label Description
S-key
Start
Axle
Engine
Located on the back of remote. Key to switch remote control on or off.
Green button located on the back of remote.
Referred to as “Enable”
Turn the axles you want to manipulate on and off.
Number of axle switches varies with the number of axles on the trailer.
2-position switch - start or stop.
Revs 2-position switch - high or low.
Make sure this switch is on high during operation.
Steer mode
Steering
Horn
2-position switch - auto or manual. Auto defaults to screen inside the truck.
Manual is always crab based steering via the remote.
Manually steer left or right. Use when the steer mode is set to manual or in default auto steer.
Button on the back of remote.
Press to activate horn as a warning signal.
5.4.4 Pairing the Remote
Check that the axles Lock / Unlock valves are in their required positions (Refer section 5.9.2).
Turn the powerpack on.
Turn the remote on via the key on the back (number 12).
Push the green button to connect to the trailer (number 13).
PJE Type remote: The magnetic key usually stays in place ad the remote is powered off and on by using the E-stop. To start, twist the E-stop ‘knob’ anticlockwise a little. when it lifts up push the green ‘Énable’ button twice.
To turn the remote Off - Push the E-stop down
If the remote control is turned on but not connected the green LED is flashing fast (1).
If a connection has been established between the trailer and the remote the LED will be flashing slowly - if fast, no connection (1).
Use the emergency stop (2) to immediately turn off every function on remote control.
Use RPM (3) to switch the powerpack from low to high RPM. Ensure it’s switched to high RPM when trailer is configured with 4 or more axle lines, or hydraulic intensive operations such as crab steering.
Change battery (16) when flat.
5.4.5 Turning the Remote Off
1. Turn the key on the LH side of the remote control counter-clockwise to the off position.
2. Ensure that the steering switch is in the auto position.
5.4.6 Replacing & Charging the Battery
1. The battery is located on the rear of the remote control.
2. Place your finger in the tab and pull the battery out.
3. Slide the replacement battery in and then press down.
4. Place the removed battery on charge using the supplied charger.
DANGER
Ensure no personnel are under the ramps before enabling ramp float. Ramps should be kept clear at all times.
FAILURE TO DO SO COULD RESULT IN SERIOUS HARM OR DEATH.
NOTE:
NOTE:
Remote layouts vary from trailer to trailer depending on build spec/number of axles selected.
The ESS display unit is the default i.e. if the trailer powerpack is set to the off position the powerpack will default to the ESS display unit setting.
AUTEC TRANSMITTER AND RECIEVER ‘BLINK and BEEP CODES
TRANSMITTER - ‘BLINK and BEEP CODES’
RED LED
Is OFF Transmitter is working correctly
Blinks The battery is nearly flat
Is ON for 2 seconds
Transmitter not working correctly
Blinks once At power ON – the transmitter has detected that the E-stop is pressed or damaged
Blinks Twice At power ON – the transmitter has tried to start with a safety switch in the ON position
Blinks 3 times When turned on = Battery is flat
Blinks 3 times At power ON – the transmitter has tried to start with a Paddle out of centre or damaged
BEEPS A BEEP will accompany the LED flash pattern
RECEIVER LED - ‘BLINK’ CODES’
ALARM LED
Is OFF Receiver is working correctly
Blinks once Error on the STOP outputs
Blinks Twice Error on the Safety Outputs
Blinks 3 times Error on commands corresponding to direction
Is ON Configuration fault
SET-UP LED
Is OFF Receiver working correctly
Blinks once Error in Address key
Blinks Twice Error in Memory Board
LastUpdated 01/12/2023
STATUS LED
Is OFF No radio link
Blinks Slow Over voltage at power supply
Blinks Fast Data received from transmitter
Is ON Over-current at PWM analogue output
5.5 Powerpack
5.5.1
Powerpack Overview
The powerpack is a diesel engine fitted with a hydraulic pump assembly. it is located at the front of the gooseneck and it is responsible for maintaining hydraulic pressure, oil flow and powering the electrical system while the trailer is in operation.
5.5.2 Powerpack RPM Adjustment
The powerpack RPM lifter requires air pressure to operate and has a control switch with 3 modes (option dependant) it can be controlled by a switch at the manual control station inside the enclosure, the ESS display unit in the cab, or the switch/button on the remote.
The powerpack has 3 RPM stages:
OFF - Powerpack remains at Idle.
Recommended when using configurations of 4-axles or less in conditions that only require light hydraulic duties (travelling on the highway in long straight sections of road, using normal auto steer).
LOW - Engine runs at raised RPM (Approx. 1900rpm).
Recommended when using configurations of 5-axles or less in conditions that require heavy hydraulic duties (suspension operation, travelling around tight areas using normal auto steer or when using other steering modes via remote such as crab auto).
Recommended when using configurations with more than 5-axles in conditions that only require light hydraulic duties (travelling on the highway using normal auto steer).
HIGH - Configurations of 5 axles or more when in high duty hydraulic use like maneuvering on site or steering in built up areas
The RPM can be lifted using the remote.
High-Off-Mid
The manual switch on the main enclosure, fitted to RHS side of trailers gooseneck.
High-Off-Mid
Trailer control ESS display unit inside truck cab.
(Computer programme selects RPM).
Ensure the powerpack RPM is above idle before travelling on any road.
Ensure the powerpack is switched off, disabled and the cabinet is locked when personnel are under the trailer.
Failure to do so could result in serious harm or death.
The powerpack ignition must be turned OFF when attaching or detaching the electrical connectors to the truck and trailer. Spikes can occur which can corrupt the software.
NOTE:
NOTE:
The powerpack is fitted with a horn to warn the driver if a critical fault occurs. The horn sounding and the AES activating allows the driver to safely pull over to address the issue.
The ESS display unit in the truck receives ALL its data and electrical supply from the trailer. Turning the trailer ignition ON will start the ESS display unit.
DANGER
5.6 AES (Accumulator Emergency Steer)
5.6.1
AES Overview
The accumulator emergency steer system (AES) is a redundancy system. In the event a major issue is detected, an alarm is activated and it pressurises the main hydraulic lines for a short amount of time (approx. 30 seconds) in which time the driver must pull over.
The AES system is fitted with a hydraulic accumulator combined with a solenoid valve. When the powerpack is first turned on the AES solenoid valve is deactivated in a free flow in and free flow out state. The pump runs at maximum load allowing the accumulator to build pressure. Once at the designated pressure the AES solenoid activates a free flow in and checked flow out state. This holds the accumulator at the designated pressure whilst the pump and main hydraulic line drop to a normal operating pressure.
If the main controller detects that the powerpack has stopped running, stopped charging, lost engine oil pressure, or that the pump is not operating at the correct pressure an alarm will sound and be visible on the ESS display. The AES solenoid valve deactivates into a free flow in and free flow out state providing the main hydraulic lines with supplementary pressure and flow. This in turn allows the trailer to steer for approximately 30 seconds, in which time the driver must pull over.
earlier AES systems, simply move the AES drain valve into the open position. You will be able to hear the pressure draining, and also hear the change once it has fully drained.
You must drain the AES system in the following scenarios:
1. Before personnel work underneath the trailer or nearby any hydraulic components.
2. Before attaching or removing any hydraulic connections. This includes attaching and detaching clip-on axles.
The AES pressure release valve will vary in position from trailer to trailer.
Testing the AES System
Whenever the powerpack is serviced we recommend that the AES system is tested to ensure it’s operating correctly.
1. Start the powerpack and ESS electronics (section 5).
2. Check that the AES pressure is approx 180bar and the main pressure should idle at 40bar when the AES is charged.
3. Toggle the AES system test switch to the on position in the main electrical enclosure, this will shut the powerpack down
NOTE:
The AES accumulator will give approximately 30 seconds of emergency steering pressure to allow the trailer to pull off the road. Note: Oil is only required from the accumulator during a change to the steering cylinders position. But the accumulator pressure will bleed down over time through valve orifices and clearances.
5.6.2 Daily Inspections
De-pressurising
the AES System
The manual AES drain valve will remain pressurised when the powerpack is turned off. To drain the AES and main line hydraulic pressure on
4. Check that the AES pressure is slowly dropping from approx 180bar on the ESS display unit.
5. Move the AES drain valve to the open position slowly and audibly confirm that the pressure has depleted.
6. Toggle the AES system test switch to the off position in the main electrical enclosure.
7. Move the AES drain valve to the closed position.
8. Start the powerpack and ESS electronics (section 5).
9. Check that the AES pressure is approx 180bar and the main pressure is approx 42bar or greater on the ESS display unit.
5.7 Gooseneck
5.7.1
Gooseneck Overview
The gooseneck is able to be manually moved in and out (trombone) to lengthen the trailer.
The gooseneck (front) ram is double acting and can raise or lower the front of the trailer as required. If the powerpack is not running the gooseneck cannot be lowered. It requires a signal from the ‘down’ circuit control to open the counterbalance valve to let the oil out of the ram.
When the front is being raised or lowered the rear suspension will compensate for the angle that is being imposed on the trailer provided ALL of the suspension isolation valves are in travel mode and the induced angle does not exceed the suspensions ability to compensate.
5.7.2 Gooseneck Valve
The valve for these functions is located behind the front panel of the trailer. It has NO manual control handles but can be operated by either the remote control or the manual switch inside the main electrical enclosure.
The load on the gooseneck ram is held by a counterbalance valve located inside the goose-neck chassis. There is NO manual requirement to lock the ram in place as it is done automatically.
Ensure ALL suspension isolation valves are in travel mode when operating the gooseneck ram. Excessive loading to be implied on any locked suspension rams.
The powerpack ignition must be turned OFF when attaching or detaching the electrical connectors to the truck and trailer. Spikes can occur which can corrupt the software.
NOTE:
NOTE:
The screen in the truck cab receives ALL its data and electrical supply from the trailer. Turning the trailer ignition ON will start the screen.
When the prime mover is removed from the trailer the skid-plate may creep down over time. Raise the skid-plate by starting the powerpack and operating the gooseneck down.
5.8 Sideshifting the Trailer (Optional Extra)
The sideshift valve slice is paired with the gooseneck valve and often also doubles as a kingpin slider valve when a diverter valve is installed in its circuit. The kingpin/sideshift diverter can be electric or manual, depending on the build specification.
Manual diverters have a diverter lever inside the vertical gooseneck section of the chassis rail.
Electric diverters can be operated from either the remote or a toggle switch inside the main enclosure.
5.8.1 Front Sideshift Legs
The front sideshift legs also allow the trailer to shift sideways. The process of walking sideways is:
1. Raise the trailer and lower the leg extensions to the lowest hole
2. Place dunnage under the legs to ensure they don’t impress into the ground and lower the trailer down until the legs are touching the blocks
3. Lowering the gooseneck further will cause the rear of the truck to be lifted off the ground
4. Operate the sideshift legs left or right depending on the requirement
5. When you run out of travel, put the truck on the ground, raise the trailer a little and re-set the legs for the next movement . Full stroke to full stroke will give the greatest side-step increments.
5.8.2 Front Sidestep Foot
Trailers can now be specified with a single sidestep leg and hydraulically adjustable foot.
This works by driving down a vertical hydraulic ram with a large flat foot. The foot and ram take the weight off the rear of the tractor unit and lift the wheels off the ground.
A second, horizontal hydraulic ram pushes the top of the vertical ram left or right to “walk” the front of the trailer sideways.
5.8.3 Rear Sideshift Legs
The sideshift valve slice is assembled with the suspension valve under the rear of the main trailer chassis. Its operation is the same as the front side shift system (see 5.8.1).
5.8.4 Kingpin Slider
A Kingpin slider allows the trailer to shift sideways on the kingpin. Early models allowed 200mm of travel while later models now allow up to 300mm of travel (150mm either side of centre).
The kingpin slider valve slice is paired with the gooseneck valve and often also doubles as a front side-shift valve when a diverter valve is installed in its circuit. The slider can be operated from the remote and from a toggle switch inside the main electrical enclosure.
5.8.5 Valve Spools
When specified a front Kingpin slider/side step spool ‘slice’ is mounted to the gooseneck valve. A REAR side step spool slice is mounted to the suspension valve slices. In the event of a full electrical failure the valve spool can be can manually operated by depressing the button at the end of the coil, There is a coil at both ends of each spool. Pushing the spool will allow oil flow until you cease pushing.
When a set of rear sidestep legs is required at the rear of the trailer, an additional valve slice is added to the rear suspension valve valve slice that controls the suspension. If 2 functions are required, an electric diverter is added at the rear to minimize the number of slices in the valve. When a clip-on facility is optioned, it will have its own dedicated slice.
5.8.6 Hydraulic Landing Legs
This trailer is optioned with hydraulic landing legs. The 2 legs are situated on the side of the gooseneck chassis and have individual control handles for their operation. These controls are situated under the rear of the Goose-necks upper deck, on the right side
In order for the legs to operate, the control valve must be energized. This requires turning on the ‘Leg enable’ solenoid by activating a switch at the rear of the main enclosure.
Note: If the leg enable switch is left ON after use, the other trailer functions will not operate correctly. the leg enable switch MUST BE TURNED OFF AFTER USE.
5.9 Suspension
5.9.1
Overview
The suspension on this trailer consists of independent double acting hydraulic rams fitted to each axle. These rams are set-up to be fully compensating down the length of the trailer. With separate circuits for left and right suspension. They are also used for raising and lowering the ride height of the trailer for loading purposes as well as various general transport scenarios. Because both left and right circuits are independent they can be used to level or angle the trailers deck for ground cross slope. They are also capable of lifting individual axles off the ground if necessary.
An option for automatic height adjustment is available. See page 27 for information.
5.9.2 Suspension Lock Valves
Each suspension ram can be manually locked for varying purposes, they are positioned at each suspension mounting plate. Individual axles can be lifted off the ground if necessary by using the suspension locks in conjunction with the suspension ride height controls.
Up - Locked Position
a. LOCK position, locks the oil supply to both sides of suspension ram, to lock leg in position.
Down - Unlocked Position
b. UNLOCK position, allows the hydraulic suspension to fully compensate when travelling.
NB: If auto height is fitted lifting the front or rear axle will disable its function
5.9.3 Valve Spool
The valve for this function is located under the rear of trailer. It has NO manual control handles but can be operated by either the remote control or the manual switch inside the main electrical enclosure. In the event of a full electrical failure the valve spool can be can manually operated by depressing the button at the end of the coil.
SV5 type valves have a coil at both ends of each spool, M4 type valves have a coil at one end of each spool.
NOTE: You should always lock the suspension and place adequate support stands under the ESS trailer when working underneath.
The suspension must always be put in the UNLOCK mode before moving or ESS trailer damage may result.
5.9.4 Raising the Trailer
1. Check that the suspension lock valves are in the unlocked position.
2. Ensure the powerpack is running (section 5).
3. Operate the suspension controls by moving the LH side (6) and RH side (7) suspension switches or joysticks to the raise position. (Manipulate the controls so that the trailer rises evenly and remains level.)
4. Adjust the gooseneck (8) to suit the ride height (of the rear of the trailer).
5. Ensure all appropriate axles remain in contact with the ground, manipulate suspension and gooseneck controls as necessary.
5.9.5 Lowering the Trailer
1. Check that the suspension lock valves are in the unlocked position.
2. Ensure the powerpack is running (section 5).
3. Operate the suspension controls by moving the LH and RH side suspension switches or joysticks in the lower position. (Manipulate the controls so that the trailer rises evenly and remains level.)
4. Adjust gooseneck to suit ride height
Ensure no personnel are under the trailer before starting the powerpack. Failure to do so could result in serious harm or death. DANGER
Never leave a loaded trailer in a raised position for extended periods. Always fully lower when not in use. If this is not possible, suitably jack or block trailer and its load. DANGER
NOTE:
NOTE:
The suspension must always be put in the UNLOCK mode before moving or ESS trailer damage may result.
As the ESS trailer rises it will either drag the wheels on the truck or trailer. It may draw the truck backwards, make allowances for this or release the ESS trailer brakes via the yard release.
5.9.6 Ride Height Examples
5.9.6.1 Ride Height too High
The oil cannot transfer from the compressing cylinder as it travels over the hump. This is due to no stroke being left in the cylinder that the oil is trying to transfer into
The rams are extended too far with too much oil to transfer.
The wheels remain off the ground due to no travel being left in the cylinders.
Direction of travel
In the example shown the load is taken on the first axle with no load sharing on the others. This commonly damages individual axles. In some cases the trailer could ‘break its back’.
5.9.6.2 Ride Height too Low
The oil cannot transfer from the compressed cylinder as it travels over the hump. This is due to no stroke being left in the cylinder that the oil is trying to transfer from
The rams are not extended enough to allow oil to transfer.
The wheels remain off the ground due to no travel being left in the cylinders.
Direction of travel
In the example shown the load is taken on the first axle with no load sharing on the others. This commonly damages individual axles. In some cases the trailer could ‘break its back’.
5.9.6.3
Ride Height Correct
Oil is able to transfer from ram to ram as suspension travels over rough terrain. If a wheel runs over a hump the oil is able to transfer from that ram into the other rams that have stroke (travel or volume) left to accept the oil.
Oil movement is shown by the arrows.
Direction of travel
5.9.7 Lifting Individual Axles
The operator needs to check with local authorities prior to operating on public roads with any axles lifted.
In the examples below one axle is raised and the suspension isolation valve is LOCKED.
As the trailer travels over the rise, the oil is pushed out of the cylinder into the other two remaining operational cylinders.
1. Ensure the suspension lock valves for every axle you want to remain on the ground are in the UNLOCKED position.
2. Ensure the suspension lock valves for every axle you want to lift off the ground are in the UNLOCKED position. Once lifted to the desired height, lock the axle for it to remain in that position.
3. Ensure the powerpack is running (section 5).
4. Operate the suspension controls by moving
Never lift 2 axles on a side when loaded or travelling
the LH and RH side suspension switches or joysticks in the LOWER position until the axles are suitably off the ground.
5. Change the suspension lock valves to the LOCK position for all axles that have been lifted off the ground.
6. Change the suspension lock valves to the UNLOCK position for all axles that remain in contact with the ground.
7. Before travelling you must have a minimum of 2 axles in unlocked position to allow the suspension to compensate.
Gen4 has the option of isolating the steering from operating when an axle is raised. If the power is cycled the axle returns to its steer active mode.
See Steering, starting on page 31, for more information.
Avoid having them hard up against the deck as they will attempt to steer during normal operation. NOTE:
5.9.8 Using the Trailer While Raised
Extremes
The trailer is capable of extreme angles - care should be taken. Some points of note;
If the trailer is lowered to the most extreme amount on one side and lifted to the opposite extreme on the other, the ram mount and suspension leg will contact the ground before the wheel. Figure 1.
The trailer load could move at extreme angles. Figure 1.
The trailer load could go beyond the centre of gravity and tip the unit over.
CAUTION
When reversing over rough terrain ensure no damage occurs to rams, wiring and brakes.
PROTECT AT ALL TIMES.
Figure 1.
5.9.9 Protecting the Trailer Components
The trailer is capable of extreme angles - care should be taken to protect the trailer. Some points of note;
When the trailer is reversed the steering rams, brakes and wiring will be exposed (especially if raised). Figure 1.
If the wiring to the steering ram is damaged it will not work as intended.
CAUTION
CAUTION
When reversing over rough terrain ensure no damage occurs to rams, wiring and brakes.
PROTECT AT ALL TIMES.
When the trailer is extended, the main plug between the trombone and deck must be protected to maintain electronic control of suspension and steering.
See Figure 2.
Figure 1.
Figure 2. TRAILER WITH ‘LINK-LOOMS AND HOSES’ OPTION.
PROTECT THIS PLUG BY ENSURING NO FORCE IS APPLIED TO IT WHILE ‘TROMBONING’ THE TRAILER.
CAT-TRACK OPTION: INSPECT CAT-TRACK TRAY FOR DEBRIS THAT MIGHT SNAG THE CHAIN. TROMBONE SLOWLY TO MAXIMIZE CHAIN LIFE.
The control module plugs and wiring control the steering and suspension. These are the lifeline of the ESS trailer. PROTECT AT ALL TIMES.
5.10 Steering
5.10.1
Steering Overview
This trailer features an electronic steering system (ESS). All the axles are connected to hydraulic rams which are controlled by electronic controllers within the trailers electrical system. The ESS display unit and remote control provide the ability to change between various steering modes that allow for increased manoeuvrability whilst providing an extended tyre life due to minimising scrub.
The electronic steering system (ESS) comprises of the following main components:
1. Turntable encoders
There are two rotary encoders inside the kingpin turntable assembly. The steering uses one encoder, while the other is a “checker” and can be switched to if the first encoder fails. The encoders are responsible for communicating the current steering angle of the truck at the kingpin to the steering controller.
2. Steering position transducers
These are position transducers within the hydraulic steering rams, they are responsible for outputting the current steering angle to the steering controller.
3. Powerpack
This is a hydraulic pump driven by a diesel engine. It is responsible for supplying hydraulic pressure to all the hydraulic components fitted to the trailer.
4. Steering controller
This is a programmable logic controller that’s responsible for receiving input from all the related sensors and controlling the output signal to each steering ram. During operation it also checks to confirm everything is operating as intended. In the event a fault occurs it will record and display an alarm on the ESS display unit.
5. Hydraulic steering rams
These are hydraulic rams directly connected to each axle and are responsible for controlling the steering angle of each axle.
6. CANBUS wiring system
The digital information relating to encoder angles, steer ram transponder length, remote function inputs etc. needs to be communicated securely, and very quickly.
A CANBUS system carries the information in dedicated cables to the screen and computer controllers.
CAUTION
NOTE
Crush hazard.
Steering may turn automatically keep clear of tyres at all times when motor is running or electronics on.
The powerpack must be running when traveling. The trailer will not steer unless its running.
At low RPM the steering may be delayed or may not operate as intended in intensive hydraulic use.
NOTE It is important that the wiring and plugs are kept in good condition. Inspect wiring and plugs for damage regularly.
Water blasting connectors of plugs can force water into connections, which will degrade their connectivity.
DANGER
5.10.2 Steering Modes
5.10.2.1
Normal Auto Steer (Fully
Automated)
Normal auto steer is useful for day to day operation as it provides excellent manoeuvrability around tight corners and narrow roads. It also extends tyre life due to minimal scrubbing.
Normal auto steer is the default steering mode selected when the ESS electronics are first powered on. When normal auto steer is selected a theoretical ‘pivot point’ is calculated based on a pre-determined ‘pivot length’* and the current turntable angle detected by the turntable encoders. As the truck is turning, all the axles on the trailer will turn to the correct steering angle to follow an arc around the theoretical pivot point. Normal auto steer can be selected at any time on the ESS display unit, unless the remote control is set to manual steering.
Pivot Line
Pivot Point
5.10.2.2 Normal Auto Steer (Plus Remote Control Input)
When normal auto steer is selected, the remote control can be used to make live temporary adjustments to the trailers steering trajectory, this can be useful for situations where there may be hazards on either side of the trailer whilst cornering.
For this function to operate the following requirements must be met:
The steering mode on ESS Display Unit is set to normal auto steer.
The remote control is powered on and paired to the trailer.
The remote control steering switch is set to AUTO
The trailer is currently steering.
When these requirements are met, the remote control steer joystick can be moved to either side while the trailer is steering, this temporarily adjusts the ‘pivot length’ of the trailer and causes the trailer to respond by moving in the commanded direction. Due to how the pivot point is calculated, the remote control will have no effect on steering when the trailer is travelling straight.
Example:
1. During a left hand turn
If the remote control steer joystick was held to the left, the trailer would move to the left and ‘cut’ into the corner.
If the remote control steer joystick was held to the right, the trailer would move to the right and swing wide.
2. During a right hand turn
If the remote control steer joystick was held to the left, the trailer would move the left and swing wide. Fig. 1.
If the remote control steer joystick was held to the right, the trailer would move to the right and ‘cut’ into the corner. Fig. 2.
3. Whilst travelling straight
If the remote control steer joystick was held to the left, the trailer would continue to travel straight.
If the remote control steer joystick was held to the right, the trailer would continue to travel straight.
NOTE
If the operator stops making a movement with the joystick and it springs to its centre position, the trailer’s Auto-steer mode takes over and repositions the axles accordingly.
Steering
Fig. 1.
Fig. 2.
5.10.2.3
Crab Auto
Crab auto is useful for manoeuvring the trailer within yards for loading, unloading, and trailer configuration.
When crab auto is selected all axles will turn and match the angle detected by the turntable encoders. When selecting crab auto a confirmation notice appears that requires a manual button to be pressed
As the truck turns to either side, the trailer will remain facing the same direction but will ‘crabwalk’ sideways behind the truck.
Crab auto can be selected at any time using the ESS display unit. (Unless the remote control is set to manual steering)
5.10.2.4 Crab Manual
Crab manual is useful for manoeuvring the trailer within yards where visibility or space may be limited, or where precision is required.
When crab manual is selected, the remote control will override the drivers steering input and the axles will all turn to face straight ahead, operating the remote control steer joystick will turn the rearmost axles, and all axles in front will follow suit in a staggered manner. When the remote control steering joystick is released, the axles will maintain their current angle.
This causes the trailer to rotate around the kingpin when the truck and trailer are in motion.
Once the angle detected by the turntable encoders matches the steering angle of the rearmost axles, the remaining axles will turn to match the rearmost axles steering angle (i.e. no longer staggered) and the trailer will continue to crab walk at the current angle.
Crab manual is selected when the following conditions are met:
The remote control is powered on and paired to the trailer.
The remote control steering switch is set to MANUAL.
In summary:
1. Crab manual is selected and the trailer axles turn straight ahead.
2. The remote control joystick sets rearmost axles to a user controlled angle, all other axles follow suit in a staggered manner.
3. The trailer rotates around the kingpin when in motion.
4. Once the turntable encoder angle matches the rearmost axles steering angle, the remaining axles turn to match the rearmost axles steering angle and the trailer continues to crab walk at the current angle.
2 1 3 4
5.10.2.5 Rear Axle Straight
Rear axle straight can be useful for situations where the driver may prefer a more traditional trailer such as reversing.
When rear axle straight is selected, it modifies the configured pivot length and causes the rearmost axles to turn and point straight ahead and all other remaining axles to turn in the same direction as the truck in a staggered manner.
As the truck is turning, the trailer will respond much like a traditional trailer and have significant ‘cut in’ whilst still minimising tyre scrub.
Rear axle straight can be selected at any time using the ESS display unit. (Unless the remote control is set to manual steer.)
Pivot
5.10.2.6 Site Manual Mode
Site manual mode allows the operator to place all axles at the same angle. Axle steering movement is simultaneous, unlike crab mode. Site manual mode is intended to aid short distance, high accuracy positioning of the trailer while on site.
You can only select site manual mode on the screen when the Steer Mode switch on the remote is set to Manual.
The axles get their instruction from the rearmost axle that is not isolated or switched off.
If the trailer speed exceeds 10kph with steer lock engaged, a critical steer fault banner flashes on the screen.
STRAIGHT REVERSE
JOYSTICK PULSE TO LEFT
Site manual lock signals all steer ECUs on the CAN system to start up in the last steered position. This mode is designed for onsite work only.
Normally, steering reverts to Normal Auto Steer when the power is cycled. This can create issues when you want to start the powerpack and maintain existing steer angles.
The site manual lock switch is on the rear face of the main control box. The switch is labelled SITE MANUAL. Site manual lock will only work when the controller and screen are placed in one of the manual modes. That is, crab manual mode or site manual mode.
When site manual lock is on, the screen shows a warning banner: SITE MANUAL - AXLES LOCKED
Do all of the following before shutdown for site manual lock to work:
Set site manual switch to ON.
Set Steer Mode switch on remote control to manual.
Leave the screen in the current selected mode, either site manual or crab manual.
Before starting up, put the Steer Mode switch on the remote to Manual.
On startup:
Start the powerpack and configure the screen as per the trailer makeup. Sync the remote to the system.
If screen was in site manual mode before shutdown, set screen to site manual mode. Otherwise, leave in crab manual mode.
Set site manual switch to OFF.
When site manual lock is selected a large banner on the screen will inform the operator that it is active.
5.10.2.7 Site Manual Lock (Axle Position Lock)
Sample photo
5.10.2.8
Steer Isolation
There are several ways to isolate, or disable, the steering for individual axles.
Remote Control
The axle switches on the remote control temporarily disable the steering to an axle line.
If the remote turns off, the axle will start steering again. If the remote is re-enabled, the isolated axle will be isolated again.
Trailer Configuration Screen
When you first set up the trailer in the configuration screen, you can disable the steering to axle 1, axle 2, or both.
This is particularly useful when travelling a long distance with a leg up.
If the power is cycled, the axles that were disabled this way start steering again.
Disable Axles Screen
You can disable axles on the disable axles screen. Access the disable access screen from the steering status screen.
If the power is cycled, axles that were disabled this way start steering again.
5.11 ESS Display Unit
5.11.1
ESS Display Unit Overview
The ESS display unit is the main control for day to day operation of the ESS trailer. It is used for setting the trailer configuration, steering modes, powerpack RPM adjustment, and the operation of selection functions.
It is also capable of being used for roadside diagnostics. It communicates any alarms to the driver and can display in-depth information on the state of various sensors and electronic components of the trailer.
5.11.2 Button Layout
The ESS display unit includes 12 physical buttons on the left and right sides that are used to operate the various functions of the system.
5.11.3 Screen Colour Scheme
Light blue buttons
Light blue buttons are used for navigation to different views. These can be pressed either on screen or with their corresponding physical buttons on the unit.
Light grey buttons
The light grey buttons on the travel page are used to change the steering modes. These buttons will not respond to touch commands and can only be enabled by pressing the physical buttons on the side of the ESS display unit. This is to reduce the risk of accidentally changing the steering mode.
Light grey buttons are also used for selecting functions. E.g. selecting which encoder to calibrate or which part of the trailer to raise or lower. These buttons are buttons in the middle of the display and are not linked to any physical buttons. Therefore, these can be operated by touch commands.
Dark green buttons
Dark green buttons are action buttons used to operate a function of the trailer. In house trailers these are used to raise and lower different parts of the trailer.
Fault indicators
Fault indicators (where applicable) are given in red.
If no faults are detected, the indicator is green.
5.11.4 Configuration
The configuration page is the main boot up page.
The operator can specify the length of the trombone by selecting the number of pockets in the drop down list.
After setting up the trailer configuration, press the SET CONFIG button. If the configuration has been set successfully, the LED will turn GREEN as shown in the image above.
Each lead trailer and ESS module has a 3-digit ID number.
Lead trailers: 1**
2-axle clip-on: 2**
1-axle clip-on: 9**
Care must be taken to enter the correct configuration. Errors in this selection may cause catastrophic failure of the steering and auxiliary systems.
5.11.4.1 Alarm Banners
The ESS display unit can display many different alarms. An alarm ID shows on the left, as well as a banner with the alarm message. Please note that the alarms, and the exact wording on the alarm banner, may vary from trailer to trailer. Below are some examples, followed by a more detailed table of alarms.
A “No communication with the controllers” message will display if the main screen cannot detect the heartbeat signal from the controllers. Please check if the CANBUS communication cable from the controllers to the main screen is damaged or plugged incorrectly.
A critical steering fault may occur due to the following reason:
If more than two position transducer faults occur.
There is a fault in calculating the encoder positions.
Fault in the encoders.
ECU 24V supply voltage too low.
Hydraulic pressure under 5 bar.
If a clip-on is connected but not put into the configuration screen, the screen will display the message:
CONFIGURATION FAULT
If a clip-on is not connected but it is put into the configuration screen, the trailer will not configure.
Often cycling the power can resolve any of the above issues.
displayed may vary.
*Message
1 CRITICAL STEERING FAULT!STOP AS SOON AS SAFE Generic critical fault.
Critical fault detected in system.
3 MODULE-1 HYDRAULIC PRESSURE LOW HPU hydraulic pressure is below 5bar.
4 CRITICAL FAULT: NO COMMUNICATION WITH CONTROLLERS
5 ENCODER 1 COMMUNICATION FAULT
6 ENCODER 2 COMMUNICATION FAULT
Controller primary communication channel fault.
Refer to Travelmode>Setup/ Diagnose>Limphome.
Encoder 1 communication channel fault.
Encoder 2 communication channel fault. 8
AES SYSTEM ACTIVE HPU pressure fault present, AES system active.
9 CRITICAL FAULT: PRIMARY COMMUNICATIONS CANBUS FAULT. REFER TO LIMPHOME PAGE
10 CRITICAL FAULT: SECONDARY COMMUNICATIONS CANBUS FAULT. REFER TO LIMPHOME PAGE
12 MODULE-1 TEMPOSONIC FAULT AXLES NOT RESPONDING
13 MODULE-2 TEMPOSONIC FAULT AXLES NOT RESPONDING
14
MODULE-3 TEMPOSONIC FAULT
AXLES NOT RESPONDING
Primary communication channel fault or unplugged.
Secondary communication channel fault or unplugged.
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled.
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled.
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled. 15
MODULE-4 TEMPOSONIC FAULT
AXLES NOT RESPONDING
MODULE-5 TEMPOSONIC FAULT
AXLES NOT RESPONDING
17
MODULE-6 TEMPOSONIC FAULT
AXLES NOT RESPONDING
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled.
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled.
Three or more temposonic unplugged or faulty. See Travel mode>Steering Status>Steering disabled.
External PTO is active, travel speed is too high.
Check
Encoder 2 active, encoder 1 fault detected.
Travel speed to high to unlock bolster. Reduce speed. 23 SPEED INTERLOCK ACTIVE
Travel speed to high to enable crab auto mode. Reduce speed.
Cycle trailer power and review trailer configuration before setting config.
Service interval exceeded. Refer to Travel mode>Setup/Diagnose page.
30 GOOSENECK INCLINE SENSOR COMMUNICATION FAULT
31 SUSPENSION LEFT HAND INCLINE SENSOR COMMUNICATION FAULT
32 SUSPENSION RIGHT HAND INCLINE SENSOR COMMUNICATION FAULT
33 SITE MANUAL - AXLES LOCKED!
34 SITE MANUAL LOCK SWITCH ACTIVE
35 BATTERY LEVEL LOW! REFER TO ALARM MANAGER
36 FREQUENCY SPEED SENSOR FAULT REFER TO LIMPHOME PAGE
Communication fault detected on gooseneck inclinometer channel.
Communication fault detected on LH suspension inclinometer channel.
Communication fault detected on RH suspension inclinometer channel.
Site manual switch active, axles will not respond.
Site manual switch active, axles will not respond.
24V system supply low. Check 12-24V charger.
Wheel speed sensor fault. Refer to Travelmode>Setup/Diagnose>Limphome.
5.11.5 Travel
Operator can select High or Medium revs using the buttons on upper left of Travel page. If rev setting selected on screen then rev setting is unable to be changed via the remote control. Must be deselected on the screen 1st
If a steering mode is successfully selected, the button will turn GREEN
If a fault occurs with the auxiliary functions, the AUX turns RED. Pressing on the setup diagnose tab on the next screen will help with locating the fault.
If there is a fault in the steering axles, STR will turn RED. Pressing on the setup diagnose tab on the next screen will help with locating the fault. Further diagnosis of the fault can be located through the steering diagnose or screen diagnose tabs on the setup diagnose screen.
5.11.5.1 Alarm Banners
This alarm banner pops up if the trailer is in LIMP HOME MODE and forced to use only one encoder.
This alarm banner pops up if the operator did not set the trailer configuration in the CONFIGURATION page. Please navigate to the CONFIGURATION page by pressing the SETUP TRAILER button.
5.11.6 Auxiliary Page
This page provides a quick summary of the state of each auxiliary function as well as the status for the controller that controls the modules. GREEN backgrounds indicate a healthy system functioning correctly. Backgrounds will turn RED when there is a fault or warning associated with the accompanying function. Pressing on any of the functions will navigate to individual auxiliary status view.
5.11.6.2
Auxiliary - Gooseneck and Hydraulic Pressure Unit
The auxiliary status screen shows the health and status of the hydraulic pump (HPU) pressure sensor, accumulator emergency supply (AES), and the pump controller coil.
The image shows the output current going to the coil. If no fault is detected, indicator will be GREEN. If a fault is detected in any of the coils (E.g. due to wire damage or short circuit to ground or power) the respective coil indicator will turn RED. If indicator turns RED, please check if the coil is unplugged or the wire is damaged.
When the AES system is charging the accumulator, the LED for AES Charging turns GREEN. If a fault is detected in the AES coil, AES Coil Fault will turn RED. A fault is triggered when the system can’t detect the coil or if the coil has short-circuited to ground or battery. Please check if the coil has been unplugged or has wire damage. In case of fault with the main hydraulic system, the AES system will discharge pressure and the LED for AES Active will turn RED.
If the AES system doesn’t charge quickly enough, it times out. If this happens, check the AES drain valve is fully closed.
NOTE
5.11.6.3 Auxiliary - Suspension
The image shows the output current going to the coil. If no fault is detected, indicator will be GREEN. If a fault is detected in any of the coils (E.g. due to wire damage or short circuit to ground or power) the respective coil indicator will turn RED. If indicator turns RED, please check if the coil is unplugged or the wire is damaged.
5.11.6.4 Auxiliary - Encoder
The ENCODER page, a fault is indicated by a RED LED and healthy operation by a GREEN LED:
The ESS trailers use two encoders at the turntable to calculate the turntable angle. By default, the encoder 1 is used to calculate the angle with the encoder 2 used as a redundancy. When the encoders are calibrated to zero degrees (turntable straight ahead), it sets the encoder count to 20,000.
When the encoder is detected and operating correctly, the LED turns GREEN. The COMMS LED actively checks the connection of the encoder by monitoring its heartbeat signal. In healthy operation, the COMMS LED is GREEN. If a heartbeat is not detected for a duration of longer than 1 second the COMMS LED turns RED. The ACTIVE LED indicates which encoder is used to calculate the truck angle.
As there two encoders in redundancy, if the difference between the two encoders exceeds a threshold, the LED turns RED. This indicates that an encoder is connected but giving a faulty reading. The LED turns GREEN if both the encoders are within the set parameters.
The system actively verifies the turntable angle by calculating in two methods and checking if they are the same. If any of the parameters for the encoders have changed, e.g. the teeth count, resolution, etc., the angle calculation will be incorrect and the TRUCK ANGLE CALC LED turns RED. If all the parameters for the encoders are correct and encoders are operational, TRUCK ANGLE CALC LED turns GREEN.
The ENC POSN CHECK CALC LED turns RED if any fault is detected in the encoder’s communication or calculations. If no fault is detected LED turns GREEN.
Instructions for calibrating the encoders are given in 5.11.10 Encoder Calibration Page on page 58
5.11.6.5 Auxiliary - Status
If no fault is detected, indicator will be GREEN. If a fault is detected in any of the coils (E.g. due to wire damage or short circuit to ground or power) the respective coil indicator will turn RED. If indicator turns RED, please check if the coil is unplugged or has wire damage.
Selecting the appropriate tab will open the associated coil screen. Note that the status screen has additional tabs that are not shown above.
5.11.7
Axle Status
This page provides quick summary of the state of each axle as well as the status for the controller that controls the axles. GREEN backgrounds indicate a healthy system functioning correctly. The backgrounds will turn RED when there is a fault or warning associated with the accompanying axle. Pressing on any of the axles will navigate to individual axle status view.
If a clip on is connected and activated, the fifth axle will be displayed, or else it will only show four axles. Under healthy trailer operation, all the indicators are GREEN and if a fault is detected the indicator for that particular axle turns RED. In the image above a fault is detected in the axle 4. Pressing on any of the axles will navigate to the axle status page that contains data for the axles.
This page shows the coils used by the axles for its steering functions. The operator can view data for other axles by pressing on the required axle tab in the tab navigation.
The coloured bar below each axle in the tab navigation indicates if a fault has been detected in that particular axle. If no faults are detected the bar is GREEN, when a fault is detected the bar turns RED.
Each wheel-set has two coils - one for turning left and one for turning right. If a fault is detected in any of the coils, the indicator will turn RED.
The POSITION CHECK indicator checks if the wheels are at their target position. If the wheelset is not at its target position, the indicator will go dark.
The transducer currents next to the POSITION SIGNAL statuses shows the input current from the position transducer in a 4-20mA range for both LH and RH side wheel-sets. When the wheels are straight, the current sensor reads approximately 12mA. This value could be ±0.5mA depending on the wheel alignment.
5.11.8 Setup/Diagnose
The SETUP/DIAGNOSE page can be accessed by pressing on the SETUP/DIAGNOSE button on the TRAVEL screen.
On this page, the operator can change the ESS display unit brightness, volume levels and date/ time displayed by the main screen.
5.11.9 Limp Home
The LIMP HOME page can be accessed from the Encoder page under Auxiliary Statuses and in the SETUP / DIAGNOSE page.
By default, the encoder 1 is used to calculate the turntable angle with the encoder 2 used for redundancy. If a fault occurs with the encoder 1, it will trigger an alarm and automatically swap the active encoder to encoder 2. The operator can also force the system to use encoder 2 instead of the default encoder 1 at any time by pressing on the Rotary Encoder 1 button. When the button is pressed, it will turn GREEN as shown in Fig 1.
The system actively monitors the CANBUS communication lines as well for a fault in the system. If a fault is detected in the CANBUS lines, the message will direct you to swap over to the secondary CANBUS. The operator can also force the system to communicate on the secondary CANBUS instead of the primary CANBUS by pressing on the CAN Secondary button. When the button is pressed, it will turn GREEN as shown in Fig 2.
Fig 1.
Fig 2.
5.11.10
Encoder Calibration Page
The CALIBRATION page can be accessed from the ENCODER page under Auxiliary Statuses and in the SETUP / DIAGNOSE page. When the turntable is straight, the encoder count should read 20,000. If the count is different, the system will think the trailer is at an angle and cause the trailer to swing out while driving straight. This can be rectified by calibrating the rotary encoders when the turntable is straight.
To calibrate the encoders, first ensure the turntable is facing dead straight. Next, select which encoder is to be calibrated. When the encoder is selected successfully, it will change colours from LIGHT GREY to GREEN. Fig 1.
When the desired encoder is selected, press on START CALIBRATION button on the ESS display unit. This will prompt a confirmation message as shown. Confirm encoder calibration by pressing the GREEN YES button on the popup. After successfully calibrating the encoders, a message will be displayed at the bottom stating “CALIBRATION COMPLETE”. It will also deselect the encoder and change the encoder count to 20,000.
Fig 1.
After successfully calibrating the encoders, a message will be displayed at the bottom of the screen stating;
“CALIBRATION
COMPLETE”
It will also deselect the encoder and change the encoder count to 20,000. Ensure that the count changes to 20,000.
5.11.11 Alarms
The ALARMS page can be accessed by pressing on the ALARMS buttons on the SETUP/ DIAGNOSE page. This page allows the operator to view all the faults that are logged into the system. All new faults appear in RED text. If the fault becomes healthy, the text colour turns GREEN. The operator can scroll through the alarms in the Alarm Manager by rotating the control knob on the unit. Pressing on the ACK
All Visible button will acknowledge all the fixed faults and remove them from the active alarms view. The operator can also choose to acknowledge individual fault codes by selecting the individual fault and pressing on the ACK Selected button. All the faults are saved into the memory. Pressing on the History button will show all saved faults. A description of the alarm messages are given in the following tables.
COIL FAULTS
Suspension Left Hand Raise Fault
Suspension Left Hand Lower Fault
Suspension Right Hand Raise Fault
Suspension Right Hand Lower Fault
Gooseneck Raise Fault
Gooseneck Lower Fault
Side-shift Plate Left Fault
Side-shift Plate Right Fault
Side-shift Rear Left Fault
Side-shift Rear Right Fault
Side-shift Front Left Fault
Side-shift Front Right Fault
Winch IN Fault
Winch OUT Fault
Pump Prop Coil Fault
COMPUTER FAULTS
DESCRIPTION
A fault is triggered when the system can’t detect the coil or if the coil has short-circuited to ground or battery.
RECOMMENDATIONS
DESCRIPTION
Steering Fault. Axles Not Responding Fault can be triggered by any of the following:
Hydraulic pressure under 5 bar
Computer Voltage too low
Steering mode not set
Pump Pressure Current Out of Range Pump pressure voltage signal out of range.
Load Sense 1 Current Out of Range Load sense voltage signal out of range.
Check if the coil has been unplugged or wire damage.
RECOMMENDATIONS
Check if the pressure sensor is unplugged or wire is damaged.
Check if the load sense pressure sensor is unplugged or wire is damaged.
Str VSS1 Fault Fault in Computer VSS sensor power signal.
Str VSS2 Fault
Str Voltage High
Str Voltage Low
Indicates Steering Computer voltage has exceeded 30V
Indicates Steering Computer voltage has dropped below 18V
COMPUTER FAULTS
Steering computer Startlock Fault
Hydraulic Pressure Fault - Under 5 Bar
Configuration Fault
ENCODER FAULTS
Rotary Encoder Fault
Encoder 1 Comms Fault
Encoder 2 Comms Fault
DESCRIPTION
Indicates a Startlock fault. All outputs are turned OFF until fault is rectified.
Hydraulic pressure below 5 bar. Steering has been disabled.
Configuration fault. Please cycle power and setup trailer.
DESCRIPTION
Indicates a fault has occurred in calculating the rotate radius
Fault is triggered if the computer is not receiving the encoder heartbeat signal.
Encoder Raw Value Fault
Fault is triggered if the difference between the encoders is big.
Encoder 1 Status Error Encoder fault.
Encoder 2 Status Error
Truck Angle Calc Error
COMMUNICATION FAULTS
CAN 2 Screen Messaging Error
CAN 3 Remote Control Error
Str CAN 2 Primary Fault
Str CAN 3 Secondary Fault
Error in processing encoder position.
DESCRIPTION
A fault is detected in the CANBUS communication lines.
RECOMMENDATIONS
Check E-stops are out. Try full restart
Motor has stopped? AES dump valve open? (Close it)
RECOMMENDATIONS
Please check the following:
Confirm encoder LEDs are blinking green.
Check if the encoder signal wire is damaged.
Please check if one of the encoders have been unplugged or if the encoder signal wire is damaged.
Please check if encoder signal wires are damaged.
Check if encoders are mounted in the turntable properly.
RECOMMENDATIONS
Please check if the CANBUS cable is plugged in properly.
STEERING FAULTS
Axle 1 Fault
Axle 2 Fault
Axle 3 Fault
Axle 4 Fault
Axle 5 Fault
Axle XX Left Hand A Coil Fault
Axle XX Left Hand B Coil Fault
Axle XX Right Hand A Coil Fault
Axle XX Right Hand B Coil Fault
Axle XX Left Hand Position
Transducer Fault
Axle XX Right Hand Position
Transducer Fault
Axle XX Left Hand Position
Check Fault
Axle XX Right Hand Position
Check Fault
Axle Transducers Fault
Major Steering Fault
Crab Auto Steering Fault
DESCRIPTION
Fault can be triggered by any of the following:
Axle steering coil A or coil B fault
Position transducer fault
Axle not in target position
XX = Axle 1-5.
Computer has detected a fault with the specified coil.
Fault occurs if the position transducer reading is below 4mA or above 20mA.
Indicates the wheel-set is not at its target position.
Fault is triggered if more than two position transducers fail.
Fault can be triggered by any of the following:
If more than two position transducer faults occur
There is a fault in calculating the encoder positions
Fault in the encoders
RC voltage too low
Hydraulic pressure under 5 bar
Indicates trailer is in Crab Auto Steering above 10kmph.
RECOMMENDATIONS
Check if the coil has been unplugged or wire damage.
Check sensor power and if the signal wire is broken.
Reduce speed
6. COUPLING AND UNCOUPLING
6.1 Coupling the Trailer to the Truck
The TRT Electronic Steer System trailers (ESS) have a slew-ring above the kingpin and a wedge that engages in the ‘throat’ of the trucks 5th wheel. As the truck turns, the wedge drives the slew ring around and the inner gears of the slew ring drive the steering encoders.
1. Line the truck up to the trailer as straight as possible.
2. Loosen and back off the wedge on the skid plate.
3. Couple the trailer kingpin into the truck 5th wheel.
4. Knock the wedge into position in the 5th wheel. (Must be firmly engaged in the 5th wheel vee.) Then tighten the bolts.
5. Couple the truck to trailer air and electric looms.
6. Lift the goose neck a little and raise the support legs.
Skid plate too low or high to couple up
Check that the axles lock / unlock valves are in their required positions (section 5.9)
Turn the powerpack on (section 5.5)
Turn the remote on (section 5.4)
Using the gooseneck joystick on the remote, raise or lower the trailer skidplate as required. The joysticks are directly proportional to the amount the joystick is moved i.e. if moved a little there is only a small amount of movement in the trailer.
If the skid-plate has rotated and the wedge is not at the rear, manually rotate the skid plate until the wedge is in the correct position.
NOTE:
The powerpack ignition must be turned OFF when attaching or detaching the electrical connectors to the truck and trailer. Electrical spikes can occur which can corrupt the software.
The screen in the truck receives ALL its data and electrical supply from the trailer. Turning the trailer ignition ON will start the screen.
NOTE:
NOTE:
As the ESS trailer lifts, it will either drag the wheels on the truck or trailer, it may draw the truck backwards. Make allowances for this or release the ESS trailer brakes via the yard release.
The suspension must always be put in the UNLOCK mode before moving or ESS trailer damage may result. You should always lock the suspension and place adequate support stands under the ESS trailer when working underneath.
6.2 Uncoupling the Trailer from the Truck
To disconnect the trailer from the truck start with the truck and trailer in a straight line and at ride height.
If the trailer is unloaded
1. Start the powerpack, wait 20sec for computer to ‘boot’ into the last setup or configure the trailer. Wait for accumulator to charge.
2. Turn on leg enable then operate the hydraulic leg levers. Turn off the leg enable switch
3. Turn off the powerpack.
4. Disconnect the truck to trailer light and brake looms.
5. Uncouple the 5th wheel and drive slowly away. (It may be necessary to loosen the 5th wheel wedge and pull it back a little).
If the trailer is loaded
1. Use the same process as above but add support blocks under the lower goose neck spine.
2. When the trailer is lowered and supported, lock off all suspension isolation valves.
NOTE:
The powerpack ignition and electrical isolation switch must be turned OFF when attaching or detaching the electrical connectors to the truck and trailer. Spikes can occur which can corrupt the software.
The ESS display unit in the truck receives ALL its data and electrical supply from the trailer. Turning the trailer ignition ON will start the ESS display unit.
Fig. 1. Landing legs down
Block under here
7. MAINTENANCE
7.1
General
Before
Operating the Trailer
King pin must be amply greased with E.P. grease with MoS2 or graphite additive.
Sufficient greasing of king pin and fifth wheel coupling is most important for the longevity of both components.
Daily
Visual check for damage.
Check for air, hydraulic oil, or grease leaks.
Drain air tanks.
Check auto greaser (if fitted) for grease level.
Two Weekly
Check the tyre pressures are correct.
Check all lights operate.
Check the wheel nut torque values are correct refer 7.9.5 (torque values).
Check the brake adjustment and re-adjust as necessary.
Grease all grease points that are not auto greased (ramps, suspension, kingpin etc.).
Ensure that skid plate has sufficient grease.
Wash trailer.
Three Monthly
As per two weekly check.
Check wheel bearing play and adjust as necessary.
Check brake shoe wear and replace as necessary.
Check wheel nut torque and wheel alignment.
Check S-cam bushes for wear and replace as necessary.
Six Monthly
As per three monthly check.
Check tyre wear on all axles.
Check brake drum wear and replace as necessary.
Replace element in the hydraulic pressure filter.
Replace the return filter in the top of the hydraulic tank.
Twelve Monthly
As per six monthly check.
Check wheel bearings.
Check S-cams for wear and replace as necessary.
Replace wheel bearing grease.
Check trailer registration.
Replace element in return line, hydraulic filter.
NOTE Check manufacturers guidelines for non TRT components such as axles, greasing systems etc.
NOTE
Wheel nuts must be re-torqued after the first 100km of refitting a wheel.
NOTE Replace the engine oil and hydraulic oil filters at 100hours, then every 250hours after that. When replacing the oil filters, carefully inspect them for contamination that would indicate an impending failure.
7.2 Lubrication
A standard EP2 grease is used in all the grease points of the house trailer. While most trailers are set up for manual greasing there is the possibility that a trailer can be specified with an auto greasing system. If auto greasing is fitted please refer to the manufacturer.
7.2.1 Gooseneck
The following is a list of typical grease points on a trailer along with any particular recommendations for greasing those points. Depending on the trailer’s specification, some options may not be fitted or other options not mentioned may be available.
1. Kingpin slider
2. Wobble plate
3. Slew Ring
4. Skid-plate Parallelogram arms
5. Trombone lock
6. Side step legs
per arm - 8 total. Manipulate while greasing 1 per side - 2 total.2 per side Manipulate while greasing 1 2 3 4 4 1
7.2.2 Rear Section
7. Suspension Ram - top pivots.
8. Suspension Ram - bottom pin.
9. Suspension Leg – main Pivot.
10. Suspension leg – Axle pivot.
11. King-pin.
12. Steer ram eyes.
13. Leg Parallelogram arm.
Manipulate to ensure full coverage of grease.
Manipulate to ensure full coverage of grease.
Manipulate to ensure full coverage of grease.
Manipulate to ensure full coverage of grease.
Per axle, lift axle.
Per axle.
Per axle, lift axle.
7.3 Accumulator Pre-charging
Check the accumulator pre-charge pressure every 3 months or sooner when in doubt regarding its operation.
Read instructions through completely before you start to familiarise yourself with the procedure.
Set-up:
1. Lock the suspension valves.
2. Ensure the powerpack is turned off.
3. Close the accumulator isolation valves on the side of the trailer being worked on.
4. Loosen suspension hose from one accumulator until it is loose, do not remove. (While loosening the hose - at the accumulator - some pressurised oil will need venting. Be prepared to drain this in a controlled manner).
5. SLOWLY open the accumulator isolation valve and while loosening the hose at the accumulator there will be some oil under pressure that needs to be depleted (be prepared to contain any spillage - section 2).
6. When the isolation valve is fully open remove the hose completely from the fitting.
7. Set up the test kit as per drawing below.
8. The accumulator isolation valve must be OPEN.
NOTE:
If the trailer is fitted with counterbalance valves in the suspension lines there will be residual pressure in the suspension circuit. Proceed carefully realising that each accumulator may contain oil.
9. Assemble the charging unit as per the drawing shown.
Suspension Accumulators: (when fitted)
1 Litre accumulators are fitted 3 per side (for 3 and
4 axle trailers - only forklift trailers have 2 per side).
2x accumulators fitted @ 1000psi (to allow for an empty trailer).
1x accumulator fitted @ 1800psi (tyres deflect to give some shock absorption).
(Accumulator manufacturer: STAUFF, most hydraulic service agents should have a universal charging kit).
NITROGEN TANK
HYDRAULIC HOSE
HYDRAULIC HOSE
7.4 Adjusting Existing Pre-charge Pressure
1. Open the bottle valve slowly allowing nitrogen to flow into the accumulator slowly for 5 to 10 seconds.
2. Close the bottle valve.
3. Observe the pressure gauge.
4. Continue slowly charging the accumulator until it is slightly over the required pressure.
5. Bleed off the pressure down to the required pressure.
6. Back off the “Valve Actuator” handle.
7. Bleed off the line pressure from the bottle.
8. Disassemble the charge unit and return it to its case.
9. Check the accumulator valve is not leaking and refit cap.
7.5 Electrical Enclosures
Main enclosure.
External
Ignition switch.
Emergency shut down switch.
Internal
Manual switches.
Fuses.
Controllers.
Remote control receiver.
Keep the decks parallel when widening the trailer.
NOTE:
NOTE:
Don’t wind valve actuator handle in too hard or it will damage the valve core.
If oil is present at the “gas end” of the accumulator it is unserviceable.
Wind in the valve actuator until the gauge shows pressure (or the actuator bottoms out). Gauge now shows pre-charge pressure.
7.6 Suspension Lock Valve
Servicing
Over the course of time the Lock Valve mechanism can fail due to wear in the drive ‘biscuit’ or a valve seizing.
NOTE:
‘Drive biscuit’ failure is often caused by too much force being applied to the handle by the operator.
Valve function check if failure is suspected
1. Make the trailer safe by lowering onto dunnage.
2. Turn the powerpack off (section 5).
3. Drain the AES to remove pressure (section 5).
4. Ensure all other lock valves are in the lock position to reduce residual pressure escape.
5. Disconnect lines, be cautious as there will be some residual pressure.
6. Remove the hoses from one end of the lock valve and, with the valve in the open position attempt to pass a (clean) rod through the valve. (It should pass through both sides of the valve.)
7. Repeat the above test with the valve in the closed position.
8. If failure is proven - remove and strip the valve for repair or replacement.
Reassembly notes
1. Check that BOTH valves open and close and are not in any way seized or binding.
2. Start assembly with both valves in the open position.
3. Carefully position the limit plates to allow the valve to operate through its required motion.
4. Inspect the drive biscuit for wear in the square and the handle thread, replace as required.
5. Reassemble and check operation before fitting to trailer.
6. Check that the valve operates correct to the instruction decals.
LIMIT PLATE AND LIMIT PIN
DRIVE BISCUIT AND HANDLE
7.7 Welding
CAUTION
Please read and understand the following cautions.
Major components of this trailer are made from high tensile steel, PREHEATING BEFORE WELDING is essential to avoid post weld cracking.
Please contact TRT for welding procedures and consumable specifications before welding.
Ensure the earth clamp is as close to the welded area as possible.
Ensure the welding current does NOT travel through a hydraulic ram.
Failure to contact TRT to gain the proper weld procedure could cause additional failures and may result in the warranty being voided.
The batteries MUST be disconnected on both the trailer and the prime mover. The Isolator on the electrical enclosure must be turned OFF before welding.
From 2023, ESS House Trailers are supplied with two battery isolation switches - 12V and 24V. These must both be turned off when welding on the trailer. However, the batteries don’t need to be disconnected.
CAUTION
Failure to disconnect the batteries and isolate electronics appropriately could cause electronic component failure and / or software corruption.
7.8 Water Blasting
CAUTION
Do not power wash any delicate areas that could be damaged. These could be electrical enclosures, connections and brake valves. Do not have the water blaster nozzle closer than 1meter from any electrical connection.
When pressure washing avoid all delicate areas especially:
Electrical housings and plugs.
Brake valves.
7.9 Changing a Wheel
To remove wheels from an axle:
1. Ensure the trailer is on flat level ground.
2. Set the trailer at ride height.
3. Lock the suspension valves on all other axles.
4. Lift wheel set enough to remove wheels. By following this procedure the trailer can not move minimising risk of harm to personnel changing wheel.
7.9.1 Layout
Every trailer has a spare wheel holder, but the design of the spare wheel holder may differ between trailer models due to the original customers specification or design restraints in the trailer.
7.9.2 Common
The spare is mounted on a small stand and held in place with 2 or 3 wheel nuts. To remove the wheel, undo the nuts and lift the wheel off the studs. Carefully lower the wheel either onto the trailer deck or the rear of the truck.
7.9.3 Option
The spare wheels are held in a removable cassette type holder. The holder shown holds 3 trailer wheels and 1 truck wheel. The motor has been changed and re-orientated and the wheels are held in place using tie-downs.
7.9.5 Wheel Nut Torque
Check wheel nuts for firm seating.
After the first run under load conditions and likewise after each wheel change:
Tighten wheel nuts crosswise using a torque wrench to the tightening torque given in the table.
In the case of Trilex wheels, tighten the nuts consecutively several times around.
Tightening torques for wheel nuts.
Wheel Stud Alignment
Spigot mounting
NOTE:
Wheel nuts must be torqued after the first 100km. Australian trailers must have the wheel nuts torqued before leaving the port.
wheels
wheels
Trilex
8. TROUBLESHOOTING - QUICK GUIDE
FAULT
Controller - Loss of Power
Screen - Loss of Power
DESCRIPTION
If controllers lose power, they will turn off.
If the screen loses power, it will turn off.
Screen - Loss of CANBUS Signal If the screen loses its CANBUS signal, it will turn on but not boot up.
Remote receiver - Loss of Power If the remote receiver loses power, a banner will appear on the screen indicating there are no comms with remote.
Remote Receiver - Loss of CAN Signal If the remote receiver loses CAN signal, there is no remote input.
Controller - Loss of CAN Connection to Rotary Encoder
If the controller loses its CAN connection to a rotary encoder, a critical fault banner appears on the screen indicating an encoder fault.
The trailer will default to the most healthy encoder.
Rotary Encoder - Loss of Power If a rotary encoder loses power, a critical fault banner appears on the screen indicating there are no comms to the encoder.
Temposonic Transducer - Failure
If a temposonic transducer fails, a critical fault banner appears on the screen indicating that there is a transducer fault.
Clip-on - Incorrect Configuration If a clip-on is fitted, but the configuration is wrong, a fault banner appears indicating that the trailer configuration is not set.
RECOMMENDATIONS
Cycle power back on, reconfigure trailer, and check that no critical steer faults are present.
The trailer will revert to the last inputted trailer configuration.
No alarms inputs etc. are available from the screen.
Check the LEDs on the receiver to determine the fault.
Check the LEDs on the receiver to determine the fault.
Replace the faulty encoder as soon as possible.
Check the LED on the encoderit should be green.
Go to the travel screen and press the red steering box to get details of which temposonic to look at.
See also Setup and Diagnose/ Alarms.
IMPACT KEY TABLE
Seizes Engine Stops. Loss of pressure
Loses Engine Oil Pressure (or pressure signal)
Alternator fails Batteries stop receiving charge
Fan Belt falls off/breaks
Motor temp rises, Alternator stops charging
Runs out of fuel
Motor stops, Pump stops, Steering fails
Check Wires at maintenance intervals
System will eventually drain and power down
Regular maintenance inspections @ 250hrs
Operator to fill before each trip, Check at 6hrs
NOTES: Powerpack
IMPACT KEY TABLE
Incorrect trailer set-up input
Detect’ wires give ECU input as to which modules are fitted
Software corruption Loss of communication with controller(s)
Auxiliary ECU fails Loss of aux functions
Steer ECU fails
Loss of primary and steer controls
1 of the 2 Computer batteries fail completely in service
Not enough power to enable start up
Charger Circuit breaker ‘open circuits’ Computer Batteries run flat
Computer battery charger failure (in service) Computer Batteries run flat
Computer battery Low Charge at start Screen does not come on
Control Systems
connection with steering controller
connection with Controller Unable to programme inputs into screen
Long-life AGM batteries fitted to mitigate premature failure
NOTES:
Lighting link between Front and rear fails Not tail lights etc
Pilot vehicle observes no tail lights
Brake Link between Front and rear fails Loss of air Low Air alarm in truck sounds, Brakes apply
Data link between front and rear fails
Pressure hose fails Loss of hydraulic pressure to operate trailer, Oil leak
Suction
Pressure
Load
10. GLOSSARY
AES
Accumulator emergency steer.
ACK
Acknowledge - the operator has read and acknowledged the fault.
CANBUS
Control area network.
COAMING
Side panel of trailer.
COG
Centre of gravity.
CRAB
Move sideways.
ECU
Electronic control unit.
E.P.
Extreme pressure.
ESS
Electronic steer system.
LEG
Suspension weldment that the axle connects to comprising of two sections resembling a leg.
N.O.
Normally open.
TRANSDUCER
Converts a physical quantity (such as pressure) into an electrical signal.
11. FUNCTION OPERATIONAL CHECKS
Customer:
Lead Trailer - Module number
#1 B-Module number 1a Clip-on
#2 B-Module number 2a Clip-on
SPEED-THRESHOLD SETTINGS (Shows ring around function as it becomes isolated)
Joystick Override
Crab Auto Crab Manual MANUAL OPERATIONS
Rear axle straight
Date:
HPU Upper setting
HPU Stand-by
Battery Master Switch 12V Master Switch Isolates Batteries
Controller Master Switch 24V
Master Switch
Isolates all 24V supply
Ignition Switch Key Starts and Stops Motor
E-stop at Main Enclosure
Gooseneck - UP / DOWN
Suspension Left - UP / DOWN
Suspension Right - UP / DOWN
E-stop Button
MANUAL REMOTE (Tethered)
Revs REMOTE / OFF / HIGH On / Off
Widening Controls
Ramps
Ramp Float
Clip-on ram controls
Clip-on isolation
Stop, Tail, Indicator, Side lights
Where it plugs in
Individual Switches Both sides
Switch At front enclosure
Reverse Lights From Truck Reverse
Truck - Trailer 15- Core Loom
Beacon(s)
Importance of carrying a spare
State switch location (on with tail lights)
Stops Motor and controllers
Engine start / Stop
Gooseneck UP / DOWN Paddle
Suspension Left - UP / DOWN Paddle
Suspension Right - UP / DOWN Paddle
Ramps Switch
Ramp Float Switch
Steer Manual Auto
Steer Direction Paddle
Horn Button
Screen inputs
Diagnostics
Auto steer
Crab Auto
Manual steer
Steer pivot point
Adjustable using Bodas if customer requires a change
Speed cut-out for steer functions Options go grey and cant be selected
Widening Locks
Valves accessible on wheels
Decals Correct
OVERSIZE sign
Steer Alignment
Grease manifolds
TRAILER CONFIGURATIONS
Splitting and joining the trailer
Light bars
Push bar
Dolly hook-up and hydraulic supply
Importance of clean couplers
Importance of clean couplers electrical Plugs
DO NOT HOT PLUG!
Screen set-up
Care in moving screen between trucks
120ohm resistors Fitted in CAN looms be careful if servicing electrical plugs
TRAINER (Name and Signature)
Acknowledging I/we have run the trainee through the function checks stated above.
TRAINEE (Name and Signature)
Acknowledging I/we have been run through the function checks stated above.
DATE
NOTES
