WARNING
WELDING ON THIS TRAILER
Major components of this trailer are made from GRADE 80 High Tensile steel, PREHEATING BEFORE WELDING is essential to avoid post welding cracking.
Please contact TRT for welding procedures and consumable specifications before welding.
Brennan Rietema TRT Design 07 849 1839 or 021 98 4744
Failure to contact TRT to gain the proper weld procedure could cause additional failures and may result in the warranty being voided.
DO NOT PRESSURE WASH the electrics on this Trailer
Do NOT blast pressurised water into brake valves
PRE-USE INSTRUCTIONS
On each occasion prior to using the transporter the following procedures must be carried out, to ensure the safe operation of the transporter and the safety of the personnel involved:
• Ensure that the maintenance schedule is up to date
• Walk around the trailer to check for obvious faults such as:
- Tires are all correctly inflated including the spares
- Wheel nuts and studs are tight with none missing
- No air leaks from hoses, tanks, valves or couplings
- No hydraulic leaks from rams, hoses or valves
- No structural cracks to chassis
- Wheel alignment is correct
- Powerpack motor runs and oil / fuel levels are correct
• Check that the trailer kingpin is the correct size and is fully engaged with the 5th wheel and that all the hydraulic, electric and air couplings are fitted correctly.
• Test that brakes and lights are fully operational.
• Ensure that load security devices, which will be required, are carried. This means dunnage and matting. These are to be stowed securely to prevent movement while travelling.
• Check that you have the required permits to cover the load intended.
• Check that the suspension is set to the correct height and that enough of the axles are fully compensating for the load that is to be carried.
• Check that the route has adequate ground clearance to that which the trailer has available. 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 load. 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 tire pressures and heat build-up within the axles.
TRAILER CONTROLS
OIL SUPPLY
This trailer is designed to have a trucks PTO system supply hydraulic energy to run the trailer There is a Hydraulic Flow- control valve inside the top of the gooseneck to regulate the oil flow at a level that is comfortable for the operator to use.
When coupling up the trailer it is essential that the couplers are cleaned before coupling and that the oil being supplied is clean
PRESSURE FILTER
Filter
A Pressure filter is in the Deck Pontoon close to Control station. Change at 6 monthly intervals.
SUSPENSION
Suspension Isolation Valve
A suspension isolation valve is located near the suspension control valve. The purpose of this valve is to isolate the load from the control valve. When the lever is in the travel mode (IN) the valve is closed and the suspension load rests on the isolation valve.
Pulling the lever OUT opens the valve and allows the suspension to be adjusted.
Pressure
The hydraulic suspension in these trailers is robust and operated correctly will give many years of trouble-free use. The suspension is designed to travel about the mid-stroke of the ram to give maximum compensation for terrain conditions.
• The suspension has double acting rams and can therefore be driven up or down depending on the required ride height. Set this to suit the terrain allowing for axle movement.
• All axles have the capability of being locked in position. It is important to note that when in the lock position, the axle will not compensate with the other axles carrying the load. Do not lock axles off when there is a possibility that the axle rating will be exceeded.
• To raise an axle set – lower the trailer to the lowest position, set the valves on the left hand and right-hand corresponding suspensions in the lock position, and then raise the trailer to the ride height. The locked axles will remain in the raised position until the valve is unlocked. Do not unlock the axles when raised, as these will drop suddenly and damage the components. Also, trailer may tilt and become unstable.
• Only have the suspension fully raised or fully lowered when the trailer is stationary.
• Be aware that when raising and lowering the suspension that there is slight rearward and forward movement respectively of the trailer.
• Never raise or lower the trailer while resting on landing legs as these may collapse.
Lock Valve
SUSPENSION ACCUMULATORS
RIDE HEIGHT EXAMPLES
NB: Examples show three axle-sets, but the following scenarios apply universally to all multi-axle suspension systems of this type.
Ride height SET TOO HIGH:
The oil cannot transfer as there is no stroke left in the rams that the oil is trying to transfer INTO.
Direction of Travel
Direction of Travel
Rams extended too far Too much oil to transfer
Oil cannot transfer because there is not enough movement available in the other two rams
In this example all the load is taken on the first axle, the other axle sets are carrying no load.
WARNING! In this scenario the trailer could break its back!
As the trailer progresses over the hump the load is transferred to each axle independently in turn. In all cases only ONE Axle set carries the load putting high point loads into the trailer chassis.
Oil wants to transfer over to other rams
Ride height too LOW
The oil cannot transfer from ram to ram as there is no stroke left in the rams that the oil is trying to transfer FROM.
Direction of Travel
Rams not extended far enough. (little or no volume for oil transfer)
Direction of Travel
Oil wants to transfer over to other rams
Oil cannot transfer because there is not enough volume of oil available above the piston in the first axle ram
In this example all the load is again taken on the front axle, the other sets are carrying no load.
WARNING! The trailer could break its back, and the chassis will drag on the ground.
As the trailer progresses over the hump the load is transferred to each axle independently in turn. In all cases only ONE Axle set carries the load putting high point loads into the trailer chassis
RIDE HEIGHT CORRECT
Oil is able to transfer from ram to ram as suspension ‘walks’ over rough terrain. If a wheel runs over a hump the oil will pump from that ram into the other rams that are able to accept the volume of oil
Direction of Travel
Direction of Travel
Direction of Travel
Red = Trailer lift circuit
Black = Wheel lift circuit
Oil Movement
Arrows show oil moving between 3 rams
Ram movement
The wheel rises and pumps oil out of the ram
Oil Movement
Arrows show oil moving between 3 rams
LIFTING A WHEEL GROUP
CAUTION: Never lift 2 axles on one side when loaded or travelling.
The operator needs to check with Local Authorities prior to operating on public roads with axles lifted.
Axle LOCKED Axle UNLOCKED
Axle LOCKED Axle UNLOCKED
Wheel Movement
Oil Movement Arrows show oil moving between 2 rams
Ram movement
The wheel rises and pumps oil out of the ram
WIDENING PROCEDURE
The trailer can be widened to any required width between 2.49m (fully closed) and 4.19m (fully open).
The widening cylinders are hydraulically locked by ‘Double Pilot Check’ valves.
Never attempt to adjust the width with the trailer loaded!
To Adjust the Trailer Width
• Release any bindings across the trailer that may be holding down dunnage etc.
• Engage PTO or power pack
• Release Trailer Brakes but leave truck brakes applied
• Operate levers at the control valve to adjust the width.
PULL or PUSH all the levers at the same rate and the trailer should operate evenly.
• Check the width at the front and rear and fine tune the width till front and rear are at the same measurements
• Observe the position of the rear widening ‘box’, If the centre section is not (roughly) in the middle, move it across by operating the control levers. (Pulling the lever that controls left rear widening, and pushing the right at the same time, will cause the box to move towards the left side of the trailer.)
• Check that the trailer is parallel by using a tape measure, and adjust the width if required.
Ensure that the trailer is on a flat even surface and there is at least 10 metres of clear space behind the trailer for loading when using the ramps. The surface behind the transporter should not be lower than the transporter wheels or you may damage the ramps.
• Place the trailer brakes in the parked position and start the powerpack
• Place dunnage under chassis rails (see note below.)
• Lower the trailer suspension down onto the axle stops using the suspension control levers
• Release ramp restraints.
• Go to the ramp control valve and operate lever in the down position to power the ramps down. When they are on the ground PULL the ramp lever UP passed the up position and over the detented FLOAT POSITION (The ramps will rise slightly than fall back down)
• Load the equipment onto transporter and secure
• Go to ramp control valve and operate lever to raise ramps
• Place the control valve in the central position IE: NOT detented!! (Important).
• Replace the ramp restraints and secure.
• Raise the suspension to travel position.
• Place Hydraulics in travel mode
NOTE: Always lower suspension before deploying ramps, otherwise damage to the ramp Hydraulic rams could occur.
NOTE: It is important to place adequate dunnage (approx. 150mm high) under the rear chassis rail flanges when loading cargos of 60t or more, to prevent damage to the ramps.
Ramp Control lever
LOADING PROCEDURE
Prior to loading you must understand the characteristics of the machine that is to be transported. If loading this yourself, you must have the relevant license or required expertise.
• Evaluate the following prior to loading:
- Machine weight
- Centre of gravity
- Width required to safely accommodate the track width with reference to the road conditions, terrain and stability.
- Final load position to comply with axle weights.
- Traction when loading over the ramps/beavertail. A winch may be required to load safely.
• Ensure that the transporter is on flat even ground and that you have sufficient space behind the transporter to load in a straight line. The loading operation must be protected from other traffic.
• It is important that the area under the bottom flanges, at the wheel cut-out areas, is free from rocks, tree roots etc. that will cause a compression failure from point loading.
• Apply the truck and trailer brakes.
• Lower the trailer suspension. Make sure the PTO is engaged or power pack running. Do not lock off individual axles or damage may occur.
• Remove the ramp securing chains and lower the ramps ensuring that no personnel or equipment are in the way (push lever to lower ramps, pull lever to raise ramps, and pull over detent for float position). Leave ramp control in the detented position when loading or damage to ramp rams will occur. The ramps must be in full contact with the ground and bear evenly on each side of the transporter.
• When loading. The ramp valve must remain in the float position.
• Dunnage should be placed under the chassis for loads over 60t
• Load the machine according to manufacturer’s instructions. Care is to be taken at the apex of the beavertail, as the machine may become unstable. It may be necessary to use a winch to assist the loading at this stage. Position the machine to give the permitted axle loading.
• Secure the load as required by the Restraint of Load Regulations.
• Place dunnage under pontoon spine flange end
• Raise the ramps to the vertical position ensuring that they are clear of the load. The valve must remain in the mid-position once the operation is complete.
• Secure the ramp restraints. Do not over-tighten.
• Raise the suspension until deck is at ride height.
• Check that the tyres are adequately inflated.
NOTE: To lower the Ramps, the control lever must be pushed Downwards, To float push down past the detent
Ramp Control Lever
KINGPIN
The Kingpin is a Drop-in type of kingpin and either a 2: or 3.5” kingpin can be supplied.
The kingpin must match the 5th wheel jaw size of the truck (or a dolly if a dolly is fitted)
This trailer required a 3.5” kingpin
YARD RELEASE VALVE
TRT trailers are fitted with a yard release valve. This valve allows the brakes to be released (IF there is sufficient air in the trailers air reservoirs) without a truck attached. The purpose of this valve is to easily facilitate the moving of the trailer in a yard area or workshop without the requirement of a vehicle setup for air brakes.
CAUTION: When activating the yard release valve restrain the trailer from ‘running away’
The yard release valve automatically resets itself to normal operation when an air supply is coupled to the trailer. It is located near the hydraulic control station
Yard release valve
• PUSH to release brakes
• Pull to re-apply brakes
(Valve re-sets to normal brake operation when trailer is coupled to truck air supply)
MANUAL GREASING SYSTEM
Manual greasing blocks are located at each axle group. Access to the grease nipples are from the bottom of the block with a grease nipple for each line.
MAINTENANCE AND SERVICE
MAINTENANCE SCHEDULE
VISUAL CHECK FOR DAMAGE
VISUAL CHECK TYRES FOR WEAR AND INFLATION
CHECK FOR HYDRAULIC AND AIR LEAKS
CHECK / REFILL AUTO-GREASER
CHECK TIRE PRESSURES
CHECK WHEEl NUT TORQUE
CHECK / ADJUST BRAKES
GREASE SKIDPLATE
CHECK WHEEL BEARINGS
CHECK BRAKE SHOE WEAR
CHECK S-CAM BUSHES
CHECK BRAKE DRUM WEAR
CHECK ACCUMULATOR PRESSURES
CHECK WHEEL BEARINGS AND RE-GREASE
BEFORE OPERATING 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 lifetime of both components.
NOTE: WHEEL NUTS MUST BE TORQUED AFTER THE FIRST 100km. AUSTRALIAN TRAILERS MUST HAVE THE WHEEL NUTS TORQUED BEFORE LEAVING THE PORT.
PARTS
CHASSIS
COMPONENTS
Axles
PART NUMBER
TMC 10 Stud TM862660-0740.3302
Suspension TRT Hydraulic
Wheels OGR205 (Steel)
Tires 215 75R 17.5”
King Pin
Frampton joint kit
Suspension ram rod ball
Suspension ram rod ball SOCKET
Suspension Guide Block
Suspension Pivot Bearing Kit
Suspension Pivot pin
Suspension Pivot Shim kit
Suspension Pivot Spacer kit
HYDRAULICS
Gooseneck Ram
Front Widening Rams
Rear Widening Rams
Suspension Rams
Ramp Rams
Pressure Filter element
TDKP0406004 3.5”” Drop-in
TDHYD17-A3RK
TDHYD49-001-003B
TDHYD49-001-007B
TDCN9-A1-P3
TDPBK-SAI70
TDLL00192P
TDPSK-P8
TDLL00193K
DWG HYD 18-A5 REV B 9” x 3.5” x 300mm
TD011-A5-REV`C 4” x 2” x 547mm
TD011-A6-REVC 4” x 2” x 850mm
TDHYD49-001-B-HIMC 4 x 2 x 182mm
TDRM27-A21-C-HIMC 4” x 2” x 16
CHP281F10XN
Control Valve 3 Spool Q45 M/3
Control Valve 4 Spool Q45 M/4
Detent Kit
Double Pilot Check Block
Double Pilot Check Cartridge
Hoses & Fittings
Accumulator 20 litre
Accumulator 1litre
Lock Valve Assembly
Lock Valve Handle
BRAKES
SPRING BRAKE 24/24
SLACK ADJUSTER
PILOT RELAY VALVE
SERVICE RELAY VALVE
SPRING BRAKE VALVE
FIXED RATIO VALVE
YARD RELEASE
CHECK VALVE
QUICK RELEASE VALVE
HY03750R10/Z1
HS 1040 P6-2
DC 10-40
HYDRAULINK
AM11093201125
AMELM1200AFG14
TDLVASS
AMDCV40-H
RW2424SB
BW0539726030
ABC109001
973/001/006/0
SL110701
475/713/60
SL17600B
434/014/000/0
WA9735000000
LIGHTS
LED COMBO STOP, TAIL, INDICATOR
SIDE MARKER LAMP AMBER LED
SIDE / END RED LED
LICENSE PLATE LAMP LED
SIDE INDICATOR
REFLECTORS CLEAR
REFLECTOR RED
WORKLIGHT
BEACON (ROTATING - LED)
LED 310ARWM-2
HA2053
HA2309
HA2559
HA2031
HA2921
HA2926
AMTDRO8201
BCN01A
SIGN - OVERSIZE AMSIGNOS
SIGN AMSIGNBHAZPLH AMSIGNBHAZPR/H
TRT AXLE BEAM
ASSEMBLY - LOCK AND ISOLATION VALVES
Backing Plate
Limit plate & limit pin
valve handle
Over the course of time the Lock Valve mechanism can fail due to wear in the drive ‘biscuit’ or a valve seizing.
Valve function check if failure is suspected
• Make trailer safe by lowering onto dunnage, turn power pack off and manipulate control handles to deplete any residual pressure in the suspension lines.
• Remove the hoses from 1 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)
• Repeat the above test with the valve in the closed position
• If failure is proven remove and strip the valve for repair.
Reassembly notes
• Check that BOTH valves open and close and are not in any way seized or seizing.
• Start assembly with both valves in the open position
• Carefully position the limit plates to allow the valve to operate through it required motion.
• inspect the drive biscuit for wear in the square and the handle thread, replace it required.
• Reassemble and check operation before fitting to trailer.
• Check that the valve operates correct to the instruction decals
Ball Valve (x2) (Hydraulink BV-08)
To check operation of Lock Valves and Suspension Isolation valve:
1. Ensure trailer is supported on dunnage under the chassis rails
2. Release all line pressure in suspension lines by operating suspension control levers up and down with power pack OFF Suspension lock valves open and Suspension Isolation valve in the Adjust Suspension position)
3. Remove the hoses from one end of lock valve
4. Try to pass a (clean) welding rod, wire etc. through Valves. If it passes through 1 but not the other in the pair, they are out of ‘phase’ (often caused by the ‘biscuit between the valves rounding off the drive square due to a seizing ball valve)
5. If the valve is out of phase it will need to be removed, dismantled and corrected. (Drive biscuit replaced if worn and ball valve un-seized or replaced) Remove the 4 bolts through the backing plate and separate the ball valves from the drive biscuit. Observe and orientate both ball valves to the open position, refit the ‘stop washers’ in the correct position to allow handle movement, and refit the valves to the drive biscuit. Refit the backing plate and test for operation before refitting to trailer
NOTE: When reassembling the unit, make sure the handle is in the correct position for open and closed according to the decals on the trailer.
Valve
Valve Joiner (Biscuit)
Drive Square
Reference Groove
Shown in CLOSED Position
TEST - SUSPENSION RAMS
1. Raise the Trailer to full height
2. Lock off all Suspension lock valves. OPEN 1 suspension lock valve for ram to be tested.
3. Remove the BASE hose from the ram side of this lock valve fitting, (A little pressure may be evident) and CAP THE LOCK VALVE FITTING
4. Fit a PLUG to the BASE HOSE but leave it quite loose.
5. Start the power pack up (suspension isolation valve in Adjust suspension position) and raise the wheel off the ground to about 1/3 the stroke of the ram. (Oil will be pushed out the loose plug)
Test 1:
Stop the power-pack, return the suspension isolation valve to the travel mode, and observe the ram spear.
If the ram extends under the weight of the wheels and axle the seals are damaged
Test 2:
If the ram passes on test 1, tighten the plug on the BASE hose to stop any further oil escaping. Restart the power pack and Open the Suspension isolation valve. For the side of the trailer being tested, push the suspension control lever DOWN and hold it in this position while observing the suspension ram. The ram will attempt to lift the wheels further off the ground but will be unable to due to the base hose being capped.
Test 2 Cont’d:
Expect the ram to close a little, but if it then starts to EXTEND the seals are damaged
NOTE: Repeat tests 1 and 2 at ½ and ¾ stroke positions on the ram, as a ‘bulged’ or ‘scored’ ram can produce the same symptoms.
Plug loosely
Cap
Theory of test 2
Oil is forced into the spear end of the ram and attempts to push the piston upwards; this movement is resisted by the capped hose on the port at the base of the cylinder preventing oil above the piston from escaping.
1. If the piston seals are serviceable the piston will stall, and the oil will be forced over the relief setting at the control valve.
2. If the piston seals are damaged the oil will bypass the seals and cause the rod to SLOWLY extend from the ram. This happens because the base end of the piston has a greater surface area than the surface area of the spear end. When the same pressure is exerted on the two unequal areas, a greater force is present on the larger face, causing the ram to extend.
In the event of 1 (or more) ram(s) in a suspension side having damaged seals the side effected will be slower to operate (or may fail to lift the trailer) due to the bypassing oil. When all suspension lock valves are open, but the Isolation valve is closed the oil will slowly equalize both sides of ALL the cylinders on that side of the trailer, but the trailer will ‘Droop’ on the side affected.
Plugged
Base End Spear End
Worn seals allow oil
By-pass
ACCUMULATOR CHARGING PROCEDURE
Check accumulator pre-charge pressure every 3 months or when in doubt regarding its operation.
See instructions below:
Read instructions through completely before you start to familiarise yourself with the procedure.
Set-up
• Lock suspension valves and power-pack turned off
• Move suspension levers up and down a couple of times to release any residual pressure.
Note:
If the trailer is fitted with counterbalance valves in the suspension lines, there will still be residual pressure in the suspension circuit. Proceed carefully realising that each accumulator may contain oil.
• Close accumulator isolation valves on the side of the trailer you are working on
• Loosen suspension hose from 1 accumulator (quite loose but not removed)
• SLOWLY open the accumulator isolation valve (be prepared to contain any spillage)
• when isolation valve is fully open remove hose completely from fitting
• Set up test kit as per drawing
(Accumulator manufacturer: STAUFF, most hydraulic service agents should have a universal charging kit)
• Accumulator isolation valve must be OPEN
• Check that Bleed Screw is open, and Valve Actuator is wound back
Assemble charging unit as per drawing shown on next page
Hydraulic Isolation Valve this end
Accumulator
Gooseneck 135 bar
Suspension 70bar (2 of per side)
Suspension 125bar (2 of per side
• Purge hose from bottle by opening bottle valve slowly and slightly allowing Nitrogen to bleed out for 3 to 5 seconds
• Close bleed screw
• Close bottle Valve
• Open bleed screw to drain line till gauge reads 0 psi.
• Close bleed screw
To Check and Adjust Existing Pre-charge Pressure
Note: Don’t wind valve actuator handle in too hard or it will damage the valve core
Note: If oil is present at the “gas end” of the accumulator it is unserviceable
• Wind in valve actuator till gauge shows pressure (or actuator bottoms out) Gauge now shows pre-charge pressure
• Open bottle valve slowly and slightly allowing nitrogen to flow into the accumulator for 5 to 10 seconds then close bottle valve
• Observe pressure gauge
• Continue slowly charging accumulator till it is slightly over the required pressure
Bleed the pressure down to the required pressure
• Back off “Valve Actuator” Handle
• Bleed off the line pressure from the bottle
• Disassemble charge unit and return to its case
• Check the Accumulator valve is not leaking and refit cap
TORQUE VALUES in Nm for ft/lb multiply by .74
All bolts must be coated with rescue steel or loctite
TORQUE CHART
Bolt up Kingpin
M14 - 190Nm
M16 - 280Nm
M20 - 500Nm
Brake Chambers - 190Nm Wheel Nut (M22 x 1.5) - 600Nm
ALL Brake Chambers must have Nyloc Nuts and Hardened Washers
1
1
1
1 1/8"
1
1
FUNCTION OPERATIONAL CHECKS
NOTES
