STAS STAS Bs User manual

INSTRUCTIONS FOR USE

CONTENTS
AINTRODUCTION .............................................................................................................. 1
1. General................................................................................................................................................. 1
2. Safety at work...................................................................................................................................... 1
3. Observations .......................................................................................................................................1
BSAFETY REGULATIONS ................................................................................................ 2
1. Prevention of accidents and overview of warnings and safety measures ...................................2
1.1 General ................................................................................................................................................................ 2
2. Personal protective measures...........................................................................................................2
2.1. Footwear ............................................................................................................................................................. 2
2.2. Clothing ............................................................................................................................................................... 2
2.3. Gloves .................................................................................................................................................................. 2
3. Pictograms ..........................................................................................................................................2
CGENERAL DESCRIPTION OF THE TIPPER................................................................... 5
1. Chassis part ........................................................................................................................................ 5
2. Tipper part ...........................................................................................................................................5
3. Different types of tipper depending on intended use .....................................................................5
4. Tipping system....................................................................................................................................6
4.1. Description of the system.................................................................................................................................... 6
4.2. Speed and maximum load ................................................................................................................................... 7
5. Trailer identification ...........................................................................................................................7
5.1. Position of identification plate and trailer identification number....................................................................... 7
5.2. Identification plate .............................................................................................................................................. 7
5.3. Trailer identification number .............................................................................................................................. 8
DSYSTEM DESCRIPTIONS ............................................................................................... 8
1. Kingpin, fifth wheel rubbing plate and fifth wheel ..........................................................................8
2. Landing legs........................................................................................................................................9
2.1. Description .......................................................................................................................................................... 9
2.2. Operation steel type landing leg ......................................................................................................................... 9
2.3. Operation aluminium type landing leg (with one and with two supporting legs)............................................. 10
3. Brakes ................................................................................................................................................11
3.1. General .............................................................................................................................................................. 11
3.2. EBS..................................................................................................................................................................... 12
3.3. Brake connection............................................................................................................................................... 18
3.4. Prevention of premature brake wear................................................................................................................ 19
3.5. Brake synchronisation ....................................................................................................................................... 19
3.6. Brake plate ........................................................................................................................................................ 19
3.7. Drum brake........................................................................................................................................................ 20
3.8. Disc brake .......................................................................................................................................................... 20
3.9. Parking brake –spring brake cylinders.............................................................................................................. 20
3.10. Emergency brake ............................................................................................................................................... 21
4. Suspension ....................................................................................................................................... 21
4.1. General .............................................................................................................................................................. 21
4.2. Raising and lowering valve ................................................................................................................................ 22
4.3. SmartBoard........................................................................................................................................................ 23
4.4. Load indication through SmartBoard and any possibly calibration................................................................... 24
5. Wheel accessories ........................................................................................................................... 25
5.1. Tyres and rims ................................................................................................................................................... 25
5.2. Spare wheel and spare wheel carrier ................................................................................................................ 25
5.3. Wheel chock ...................................................................................................................................................... 25
5.4. Mud guards and mud flaps................................................................................................................................ 25
6. Doors ................................................................................................................................................. 26
6.1. Barn door........................................................................................................................................................... 26
6.2. Top hinged door ................................................................................................................................................ 27
6.3. Universal door ................................................................................................................................................... 28
6.4. Leakproof rear door........................................................................................................................................... 28
6.5. Hydraulic top hinged door................................................................................................................................. 30
7. Roof covering ................................................................................................................................... 32
7.1. Catwalk with ladders ......................................................................................................................................... 32
7.2. Roll-over roof sheeting system.......................................................................................................................... 33
7.3. Roof sheeting system, type “Dawnbarn” .......................................................................................................... 34
7.4. Roof sheeting system, type “Cramaro”............................................................................................................. 35
8. Tipper accessories ........................................................................................................................... 36
8.1. Towing hook ...................................................................................................................................................... 36
8.2. Grain hatch ........................................................................................................................................................ 37
8.3. Bodyguard ......................................................................................................................................................... 38
8.4. Hinged rear under-run bar ................................................................................................................................ 38
8.5. Weighing equipment ......................................................................................................................................... 40
8.6. Landing legs at the back .................................................................................................................................... 40
8.7. Fire extinguisher ................................................................................................................................................ 41
8.8. Floor heating...................................................................................................................................................... 41
9. Lighting and signalisation ............................................................................................................... 41
10. Various accessories......................................................................................................................... 42
10.1. Tool box ............................................................................................................................................................. 42
10.2. Retractable ladder for accessing load space ..................................................................................................... 42
10.3. Side guards ........................................................................................................................................................ 43
10.4. Ladder................................................................................................................................................................ 43
11. Options .............................................................................................................................................. 44
11.1. Alloy rims ........................................................................................................................................................... 44

ESPECIFIC PROCEDURES............................................................................................. 44
1. Trailer coupling and uncoupling .................................................................................................... 44
1.1. Coupling .............................................................................................................................................................44
1.2 Uncoupling .........................................................................................................................................................45
2. Trailer loading and unloading......................................................................................................... 45
2.1. General safety instructions concerning loading and unloading .........................................................................45
2.2. Loading the trailer ..............................................................................................................................................46
2.3. Unloading the trailer ..........................................................................................................................................47
2.4. Weights and tipping angles for various products...............................................................................................50
3. Venting the hydraulic cylinder........................................................................................................ 51
3.1. Hydraulic cylinder of the make HYVA.................................................................................................................51
3.2. Hydraulic cylinder of the make EDBRO ..............................................................................................................51
FPREVENTIVE MAINTENANCE ..................................................................................... 51
1. Mechanical maintenance ................................................................................................................. 51
1.1. Visual checks ......................................................................................................................................................51
1.2. Tyres ...................................................................................................................................................................51
1.3. Tightening torques for bolts...............................................................................................................................52
2. Maintenance schedule trailer bodywork........................................................................................ 52
3. Maintenance schedule tipping mechanism................................................................................... 52
4. Maintenance schedule roof sheet, type “Cramaro” ..................................................................... 53
5. Maintenance schedule hinged rear under-run bar (option)......................................................... 53
6. Lubrication points ............................................................................................................................ 53
7. Wheels............................................................................................................................................... 54
GTROUBLESHOOTING................................................................................................... 55
1. Most common causes of problems with the tipping cylinder ..................................................... 55
2. Most common causes of problem with the roof sheet, type “Cramaro” .................................... 55
3. Most common causes of problems with the “bodyguard” .......................................................... 55
4. Wabco diagnoses............................................................................................................................. 56
4.1. Through SmartBoard ..........................................................................................................................................56
4.2. Via Interface and PC with voltage supply ISO7638 ............................................................................................57
HTECHNICAL SPECIFICATIONS.................................................................................... 57
1. Trailer - mechanical ......................................................................................................................... 57
1.1. Kingpin and fifth wheel rubbing plate................................................................................................................57
1.2. Aluminium landing legs ......................................................................................................................................57
1.3. Landing legs “steel type” (at the front and at the back) ....................................................................................57
2. Tipping system ................................................................................................................................. 57

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 1
A INTRODUCTION
1. Ge n eral
We would like to congratulate you on the purchase of your new STAS trailer.
STAS trailers have been built to serve the user for many years. If the trailer is used and maintained in
accordance with the legal provisions and professional regulations, we can guarantee you many years of
reliable operation.
We recommend you study the instructions and accompanying documentation carefully prior to using
the trailer in order to familiarise yourself with all functions of the trailer and to enable you to use it in the
best possible manner.
Your trailer has been designed in accordance with current safety standards.
We wish you every enjoyment in the use of your new trailer.
The STAS team.
An up-to-date list of STAS sales points and recognised service points can be found on our
website: www.stas.be.
2. Saf ety at work
This manual and accompanying documentation have been drawn up with the following in mind:
prevention is better than cure. We would therefore ask you to take note of the following.
You will have been made aware of the main operational and safety instructions
for your trailer at the time of delivery. Please apply them correctly.
Please study these instructions and accompanying documentation carefully
prior to including the trailer in your trailer fleet.
Please ensure the driver of this trailer is also familiar with these instructions.
3. Ob s erva tion s
Although every care has been taken during the compilation and verification of this manual, it may be
possible that, as a result of technical progress, certain components vary slightly from the illustrations in
the text. STAS nv reserves the right to apply modifications without prior notice and cannot be held liable
for any possible errors.
These instructions apply to trailers with a number of different options. It is possible that certain options
have not been fitted to your trailer, or are not available for your type of trailer.
This manual should always be kept with the trailer and the operator must be able to refer to it at any
time.
This manual was originally written in Dutch. It is therefore possible that you are in possession of a
translation. The original Dutch manual is also available on request.
Please do not throw this document on the public road.
The following information is important and should be taken into account when
referring to the manual:
The “front” is the front side of the trailer closest to the lorry.
The “back” is the rear of the trailer furthest from the lorry.
In order to determine the left and right hand side, the operator should be
looking from the rear to the front of the trailer.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 2
B SAFETY REGULATIONS
1. Pre vention of ac c i dent s and ove r vie w of w a rnings an d safe t y
me a sure s
1.1 G e n e r a l
As STAS nv is not aware of the conditions in which the trailer will be used, the company cannot assess
risks caused by external factors. The owner of the trailer must himself have a risk analysis carried out of
such external risks in the interests of his employees and all third parties involved. On the basis of this
risk analysis the owner of the trailer is advised to himself provide training for all users of the trailer.
It is strongly recommended that operators who are new to the trailer and tipping system learn to use it
with the trailer in an unloaded state.
Any possible information regarding regulations relating to unloading yards, safety procedures, etc.
required by drivers who are not employed by the company where the unloading is taking place should
always be obtained.
Always inform the person in charge of your arrival and your departure, and comply with the driving and
unloading procedures in the unloading yard and the general instructions on site.
Never reverse your trailer without first ensuring it is safe to do so. Ensure there is no one in the danger
zone around the trailer. If there is a signalling person present in the unloading yard, ensure that both
parties are familiar with the sign being used. Cease any movement if you can no longer see the
signalling person.
2. Per sona l pro tecti ve measu res
2 . 1 . F o o t w e a r
When operating the tipper protective footwear should be worn at all times. Footwear may include fixed,
high fitting shoes with steel toe caps and insulating soles. Slippers, loose fitting shoes, or shoes which
could endanger the operator or which do not offer sufficient protection should never been worn.
2 . 2 . C l o t h in g
Suitable clothing should ensure the operator is visible whilst carrying out his work and this will
contribute to general safety. Clothing should never be left loose and must always be done up. It should
preferably be of an eye-catching colour and be fluorescent which will also offer additional visual safety.
2 . 3 . G l o v e s
The operator of the trailer should always wear safety gloves in order to avoid injuries caused by sharp
or protruding components. Gloves may also offer protection against injuries caused by the nature and
characteristics of the load.
This manual contains some photographs in which the operator is not wearing
safety gloves. These photographs were taken deliberately that way, and only
for the clarity of the photograph.
3. Pic togr ams
Some of the pictograms listed below can be found on the trailer and/or on the following pages of this
user manual. The following is an overview of the warnings and safety measures applicable to your
trailer.
This pictogram appears on the trailer to emphasise the fact that the operator should have
studied or referred to the user manual.
This pictogram appears in various places in this manual and indicates measures which
should be observed in order to guarantee safety.
This manual should therefore be studied carefully prior to attempting to use the trailer. If
particular chapters or paragraphs are unclear, please do not hesitate to contact STAS nv!
You should also ensure that everyone who is authorised by you to use the trailer is familiar
with and understands these instructions.
The tipping mechanism satisfies the fundamental health and safety requirements as
determined in machinery directive 2006/42/EEC.
The tipping mechanism may only be used when the trailer is coupled to the lorry.
This CE marking confirms conformity with the machinery directive.
This pictogram indicates areas which could present a hazard for fingers and/or other parts
of the body. The hazardous areas themselves are indicated by shaded lines.
This pictogram indicates areas where fingers and/or other parts of the body are at risk of
being cut. The hazardous areas themselves are indicated by shaded lines.
This pictogram indicates the boundary of an area which is not accessible during normal
operation.
This pictogram indicates the outermost moving part of the trailer, and is also used to
indicate the hazardous areas where trapping of hands and/or other parts of the body could
occur.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 3
This pictogram indicates the presence of electrical voltage. The trailer receives 24V DC
from the towing vehicle.
Damaged electrical conductors should be replaced or repaired immediately as they could
cause short-circuiting, physical injuries or fire.
The components of the electrical system have been carefully balanced. The electrical
system for your trailer therefore conforms to the EMC directive.
This pictogram can be found near electrical connections. It serves to remind the operator
that it is not allowed to disconnect the electrical connections by pulling the cable.
This pictogram can be found near the trailer doors. It serves to remind the operator to
ensure there is no one in the immediate vicinity when the doors are opened or closed. In
this way, any trapping hazards can be avoided.
Danger of trapping also occurs if activities take place between the tipping body and
chassis. The tipping body must first be supported by a support suitable for this purpose.
This pictogram indicates that wearing gloves is strongly recommended.
This pictogram indicates that wearing safety goggles is strongly recommended.
This pictogram indicates that wearing safety boots is strongly recommended.
This pictogram indicates that wearing a safety helmet is strongly recommended.
This pictogram indicates that the person on the catwalk should protect himself by wearing a
safety harness.
This pictogram indicates the danger of falling objects when opening the roof sheet.
Make sure there are no loose parts on the catwalk. These parts can fall downwards during
tipping.
This pictogram indicates the date on which the trailer was painted. This date is important
as the trailer should not be cleaned with a high-pressure hose until 4 weeks after it was first
painted.
During cleaning:
the maximum water temperature should be no more than 65°C,
only neutral cleaning substances should be used.
This pictogram indicates a slippery surface as a result of spilt oil.
The hydraulic cylinder is moved by forcing oil into the cylinder body. When coupling or
uncoupling these systems, oil may be spilt. Spilt oil should be removed immediately as it is
harmful to the environment and can cause a slipping hazard.
This pictogram warns of the dangers of obstacles (branches, building constructions, piping,
etc.) in the working area of the tipper.
Take care when unloading in the vicinity of electrical wires and cables so these are not
touched when unloading or driving past.
High-voltage lines in the open air can already cause a voltage flashover when the tipping
body is still quite a distance from the lines! Voltage flashovers on the vehicle can cause
serious burns and electrocution!
This pictogram warns of the dangers of too high wind speeds.
The tipping body may not be tipped with wind speeds higher than 60 kph and in gusts. The
force the wind can exert on the side of the tipping body can cause the vehicle to become
unstable, with the toppling of the vehicle as a consequence!
See
Figure 3.a.
This pictogram (see Figure 3.a.) refers to safety measures to be complied with when
tipping.
The tipping body of your vehicle is a moving part. Always make sure that there is no one in
the immediate vicinity when you move the tipping body.
Make sure that no one can become trapped between the tipping body and the chassis
when lowering the tipping body.
With an automatically opening tailboard it is possible that the board starts moving
unexpectedly for a bystander. Always make sure that there is no one in the unloading zone
when you start unloading!
Also see Specific procedures –§ E2 –Trailer loading and unloading.
As manufacturers of trailers, we would like to improve lorry safety through optimum
distribution of the brake force between the lorry and the trailer.
We therefore recommend that BRAKE SYNCHRONISATION is carried out between the
first 2,000 and 10,000 km each time the lorry is changed in order to achieve the best
possible brake force distribution and pattern of wear. Please contact the lorry manufacturer
for brake synchronisation.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 4
Figure 3.a. –Sticker for safety instructions during tipping
Some pictograms serve as a reminder in order to guarantee correct use of the
trailer. There are pictograms containing information on:
tyre pressure,
tightening torques for wheel nuts,
the maximum hydraulic system pressure,
trailer loading and unloading instructions,
maximum total weight of tools in tool box,
tightening bolts and nuts and verification of tracking after the first trip of
300 km maximum,
identification of connections.
Carrying out maintenance work on the trailer.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 5
C GENERAL DESCRIPTION OF THE TIPPER
The tipper consists of:
a chassis part
a tipper part
1. Ch assis part
The chassis consists of an aluminium or an steel frame. The following parts are assembled on the
frame:
Air suspension with air bags (mechanical suspension is an option not covered in this manual).
Axles with associated braking system
Landing legs and wheel accessories
Lighting and signalisation
Reinforced construction at the front for end plate with kingpin and fifth wheel rubbing plate to
ensure the coupling with the lorry.
The trailer is mounted on 9 ton or 10 ton axles as a low maintenance concept. All
axles are fitted with a brake in accordance with the 71/320/EEC and UN/ECE-R13
regulation. The choice of brand for the axles depends on the country or the client.
The axles should always be fitted with universal wheel bolts, universal wheel nuts
and wheel hub centring.
The air suspension will be of the same manufacturer/make as the axles.
2. Ti pper par t
The tipper part consists of a
tipping body,
front cylinder (multi-stage single-acting cylinder),
rear pin hinges.
The tipping body has a certain shape depending on the intended use.
The tipping body is provided with door(s) at the back. The different possible types are described in
§ D.6 –Doors.
Roofing is provided on top of the tipping body. The different possible types are described in § D.7 –
Roof covering.
The different types of tipping body, doors and roofing can be combined with each
other.
3. Di ffer ent types of t ippe r depe nding on intended use
The tipper is designed for use as specified at the time of its purchase. Although most tippers have a
similar appearance, there may be differences depending on the intended use (e.g. in thickness of the
floor and side plates).
Always check that the tipper is suitable for the load to be transported. This
means the type of load, the density of the load (also see § E2.4 –Weights and
tipping angles for various products), and the suitability of the rear doors for
unloading the load. Also remember that the tipping angle can vary depending
on the load.
In the case of doubt do not hesitate to contact STAS nv.
Recommended use
STAS_Bs
Recommended use:
Sand and gravel tipper
Tipper for transporting asphalt (with insulated floor and/or walls).
STAS_Bx
Recommended use:
Sand and gravel tipper.
Tipper for transporting asphalt (with insulated floor and/or walls).

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 6
Recommended use
STAS_Bv
Recommended use:
Sand and gravel tipper.
Transport of asphalt (with insulated floor)
STAS_M
Recommended use:
Freely unloading complex compound products.
Grain and powder products.
STAS_V
Recommended use:
Freely unloading complex compound products.
Grain and powder products
Pallets (not tipped goods)
4. Ti ppin g s yste m
4 . 1 . D e s c r i pt i o n o f t h e s y s t e m
The tipping body of your trailer together with the front cylinder and the rear pin
hinges make up a machine.
The tipping construction is designed according to the prevailing rules of the
machinery directive, directive 89/392/EEC, amended by directives 91/368/EEC,
93/44/EEC and 93/68/EEC and 98/37/EEC and 2006/42/EEC of the Council;
The single-acting cylinder mounted at the front ensures the raising and lowering of the tipping body.
Control of the cylinder is done by the hydraulic system that is assembled on the towing vehicle or a
hydraulic set mounted on the trailer.
A single-line system is used as standard. Here there is one pipe between the hydraulic set (on lorry or
on trailer) and the single-acting cylinder. With a single-line system between the lorry and trailer the
hydraulic set on the lorry must be protected against overpressure. With a single-line system between a
separate hydraulic set on a trailer and single-acting cylinder there is overpressure protection in the
hydraulic set.
With a two-line system there is a separate pressure and return oil pipe. A pressure relief valve is fitted
on the trailer that is connected to the return pipe. The pressure relief valve protects the cylinder from
overpressure.
Two standard makes of hydraulic cylinders are used: HYVA (with max. pressure 170bar) and Edbro
(with a max. pressure of 150 bar).
The pressure of the hydraulic pump that operates the cylinder must be adapted to the maximum
permitted cylinder pressure. This maximum permitted pressure is mentioned on the type plate of the
cylinder and also on a separate pictogram near the hydraulic connections to the cylinder.
Figure 4.1.a. –Cylinder type plate + maximum cylinder pressure pictogram

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 7
4 . 2 . S p e e d a n d m a x i m u m l o a d
The time required to tip is determined by the speed of the cylinder. The speed depends on the oil flow
to the cylinder (with tipping) and the oil flow from the cylinder to the reservoir (with lowering).
The hydraulic pump determines both the oil flow and the maximum oil pressure, and therefore both the
tipping time and the maximum permissible load.
To tip faster the oil flow must be increased. The oil pressure has no influence
on the time needed for tipping.
The system pressure is determined by the weight of the load, and not by the
position of the pressure relief valve or the pump.
5. Tr a iler iden tifi cation
5 . 1 . P o s i t i on o f i d e n t i f i c a t i o n p l a t e a n d t r a i l e r i d e nt i f i c a t io n n u m b e r
For trailers with symmetrically assembled axles (see Fout! Verwijzingsbron niet gevonden.), for
semi-trailers with not symmetrically assembled axles (see Figure 5.1.b):
A: The identification plate is fixed either to the right in the vicinity of the vehicle identification number or
on the first beam of the chassis on the right-hand side.
B: The trailer identification number is stamped in the chassis to the right at the bottom
Figure 5.1.a. –Position identification information with symmetrically assembled axles
Figure 5.1.b. –Position identification information trailers with not symmetrically assembled axles
5 . 2 . I d e n t if i c a t i o n p l a t e
The identification plate is laid out according to European regulation 76/114/EEC.
Figure 5.2.a. –Identification plate
The plate mentions (see Figure 5.2.a.):
Manufacturer's name (1).
EEC authorisation number (2).
Trailer identification number (3).
Legally permissible maximum load of the trailer (4a).
Technically permissible maximum load of the trailer (4b).
Legally permissible maximum load for each of the axles (from front to back) (5a).
Technically permissible maximum load for each of the axles (from front to back) (5b).
Legally permissible maximum load on the fifth wheel (6a).
Technically permissible maximum load on the fifth wheel (6b).
Number national type approval (7).
Trailer type (8).
Variant of trailer (9a).
Version of trailer (9b)
Year of manufacture (10).
Brake schedule reference (11).
Reference number (internal order number) (12)
Product type (13)
The RT value (only applicable for certain export markets).
Swing radius (KS).
Length (L) of trailer.
Width (W) of trailer.
a.min and a.max: the minimum and maximum distance between the front of the towing vehicle
and the coupling device.
b.min and b.max: the minimum and maximum distance between the coupling device and the
rear of the trailer.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 8
When determining the weight, an evenly distributed load in the trailer is
assumed.
5 . 3 . T r a i l e r i d e n t if i c a t i on n u m b e r
The trailer identification number consists of a combination of 17 characters. For the correct position,
see § 5.1.
Figure 5.3.a. –Trailer identification number
D SYSTEM DESCRIPTIONS
1. Ki ngpi n, fifth w h eel ru bbin g plat e a n d fift h w heel
Figure 1.a. –Fifth wheel rubbing plate with kingpin
In order to achieve a good and safe driving style for the lorry/trailer combination it is essential to respect
the correct coupling height. The guiding value for the coupling height is stated on the sticker which is
attached to the trailer.
Figure 1.b. –Sticker coupling height for 3-axle lorry
Figure 1.c. –Sticker coupling height for 2-axle lorry
If the coupling height is not respected, STAS nv cannot be held liable for any
harmful consequences. Please contact STAS nv for information on setting the
coupling height for your lorry/trailer combination or for further information.
The trailer is manufactured in conformity with ISO 1726-1973 (Road vehicles
mechanical connections between lorries and trailers, exchangeability). This
concerns the swing radius between lorry and trailer.
On first bringing into use it must always be verified that there is no interference
between lorry and trailer (e.g. when turning).

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 9
2. La nding legs
2 . 1 . D e s c r i pt i o n
Landing legs serve to support the trailer when it has been uncoupled.
There are three versions, being the “steel type with two landing legs”, the “aluminium type with two
landing legs” and the “aluminium type with one landing leg”. The “steel type” is fitted with a handle for
adjusting the height of the landing leg and is therefore also used for adjusting the correct coupling
height for the trailer when coupling the trailer to a lorry.
Figure 2.1.a. –“Steel type” (left) and (right) “aluminium type with two landing legs”
Figure 2.1.b. –Aluminium type with one landing leg
All versions of landing legs are fitted with a rolling base which is able to absorb limited forward
movement (as a result of loss of pressure in the air bags) provided the trailer is parked on a hard
surface.
Uncoupling and parking the trailer should be done on a solid and
flat surface.
Provided the trailer is fitted with a rolling base, it is NOT necessary
to bleed the air suspension prior to uncoupling.
The trailer must be equiped with air suspension in order to be able to use
the “aluminium type” landing leg.
The aluminium type with one landing leg may only be used to support an
EMPTY TRAILER.
2 . 2 . O p e r a t io n s t e e l t y p e l a n d i n g l e g
2.2.1 Uncoupling the trailer
Proceed as follows:
Release the handle.
Figure 2.2.1.a. –Storage space landing leg handle “steel type”
Pull the handle out completely in order to select high speed.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 10
Figure 2.2.1.b. –Landing leg handle “steel type” pulled out
Turn the handle clockwise until the landing legs touch the ground.
Figure 2.2.1.c. –Landing leg handle “steel type”
Select low speed by pushing the handle inwards.
Turn the handle until the trailer is fully supported.
Return the handle to its storage position (in the clip).
The landing legs are now in the correct position for the trailer to be uncoupled.
2.2.2 Coupling the trailer
Proceed as follows:
Release the handle.
Select low speed by pushing the handle inwards.
Turn the handle until the position of the fifth wheel rubbing plate is just below the fifth wheel of the
lorry.
The landing legs are now in the correct position for the trailer to be coupled.
Do not forget to return the landing legs to their highest position once the trailer has been coupled.
2. 3 . Ope r a tio n a l u min i u m t y pe l and i n g l e g ( w i th o n e a n d w ith t w o s u p po r t i ng le g s )
2.3.1 Uncoupling the trailer
The aluminium type with one landing leg may only be used to support an EMPTY
TRAILER.
Proceed as follows:
Ensure the air suspension of the lorry is in the “driving position”, pull out the locking pin of the
landing leg and hold the leg by the handle on the base. Move the first landing leg down until this
touches the ground.
When using the aluminium type with one landing leg one must proceed under
the trailer. Exercise caution here.
Do not allow the landing leg to fall, but guide it by hand in order to avoid
damaging it.
Repeat the above for the other supporting leg (type with 2 supporting legs).
Figure 2.3.1.a. –“Aluminium type” landing leg

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 11
Secure the locking pins for both landing legs into the lowest possible hole.
Both landing legs must be lowered to the same length in order to distribute
the load of the trailer evenly.
Ensure the locking pins are always securely in position.
If, after the landing leg has been secured with the locking pin, there is a 1 to 2 cm gap between the
base and the ground (depending upon the position of the holes), use the air suspension of the lorry
to gently lower the trailer until the landing legs make contact with the ground and are able to take
the load of the trailer.
The landing legs are now in the correct position for the trailer to be uncoupled.
We strongly advise you not to leave the trailer uncoupled from the lorry in a
loaded condition for several days because the weight on the landing legs will
become unbalanced as the air slowly flows out of the air suspension.
2.3.2 Coupling the trailer
As the height of the “aluminium type” landing legs is not adjustable, adjustment takes place using the
air suspension of the lorry.
Once coupling has been carried out, proceed as follows:
Pull the locking pin out of the first landing leg and position the landing leg as high as possible using
the lever on the base of the landing leg.
When using the aluminium type with one landing leg one must proceed under the
trailer. Exercise caution here.
Position the locking pin in order to secure the landing leg in the highest position.
Pull the locking pin out of the other landing leg (with the type with 2 supporting legs), also position
this as high as possible using the lever on the base of the landing leg and reposition the locking
pin.
Ensure the locking pins are always positioned securely and cannot be released.
3. Br akes
3 . 1 . G e n e r a l
Modern lorries and trailers are expected to be safe, efficient, comfortable and environmentally friendly.
An important step for complying with these requirements is the introduction of an electronically
controlled braking system for trailers or EBS (Electronic Brake System).
EBS allows the continuing best possible synchronisation of the brake forces between the various wheel
brakes and between the lorry and its trailer.
The tipper trailer is provided as standard with the WABCO trailer EBS-E system on air suspension
axles.
Mechanical suspension is an option not covered in this manual.
The electronically controlled braking system is equipped as standard with load sensing brake force
adjustment and anti-locking system (ABS).
The EBS system:
complies with the legal requirements,
conforms with directive 71/320/EC,
conforms with directive UN/ECE-R13,
complies with the requirements applicable to trailers suitable for transporting hazardous
substances.
Only WABCO recognised maintenance centres have the appropriate
software for maintaining the braking system and setting the parameters.
For correct maintenance of the brakes or in case of problems with the
brakes:
consult the Internet site www.wabco-auto.com, then click on : “Find
WABCO Service Locations” , choose your country and make a
choice between Service Center and/or Service Point and/or Dealer
and/of WABCO and press “Start search”. The requested details will
be listed.
contact STAS nv factories, a recognised representative or dealer
appointed by STAS nv or a STAS nv designated service point.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 12
3 . 2 . E B S
3.2.1 System layout
Figure 3.2Figure 3.2.1.a. –Example EBS system layout 2S/2M
1. Voltage supply via ISO7638
2. Control line
3. Supply line
4. Stop light supplyy via ISO1185 (optional)
5. Pneumatic Extension Module (PEM)
6. Charging valve (integrated in the PEM)
7. Overload protection valve (integrated in the PEM)
8. Service brake components of the Tristop® cylinders
9. Tristop® cylinder
10. Reservoirs of the service brake system
11. Reservoir for air suspension
12. Lifting/Lowering valve
13. Red button for actuating the parking brake
14. Black button for releasing the automatic brake
15. Supporting Bellows
16. Lifting axle valve
17. Levelling valve
18. ABS rotational speed sensors
19. Trailer EBS E Modulator
20. Parking release emergency valve (PREV)
Depending upon the number of wheel speed sensors (S) and control loops (M), this configuration is
described as 2S/2M or 4S/2M.
Extension of the 4S/2M configuration with an EBS relay valve for pressure adjustment of the third axle
for trailers is described as 4S/3M.
3.2.2 System description
Electro-pneumatic function
The Trailer EBS system is electrically switched on by pin 2 of the socket connection to ISO7638.
If the electrical supply to the ISO 7638 plug connection fails, the braking system can be regulated by an
optional brake light facility. Immediately after the Trailer EBS has been switched on, a system check is
performed. Two seconds after start-up, the magnets in the trailer modulator will be attracted or
connected one by one. This procedure can be heard by the magnets clicking. The system is ready for
operation within 150 ms of being switched on.
Once the Trailer EBS has been switched on, limited ABS functionality may be
available, because a dynamic check of the ABS sensors will only be carried out
once the trailer has driven off for the first time.
For electro-pneumatic control, the integrated redundancy valve is activated at the start of the braking
action, resulting in the pneumatic command pressure being removed and air tank pressure being
applied at the front of the inlet valves of the modulators. This will enable the brake cylinder pressure to
be regulated up to air tank pressure.
For pressure regulation, the current setting is transmitted to the trailer modulator and is then regulated
depending upon the load. In order to adapt the brake forces to the various loads, the bags pressure
which is sent to the trailer modulator through a pneumatic pipe is measured.
The required deceleration is preferably electronically determined via the CAN data bus connection with
the towing vehicle. If this connection is not available, the required value is determined using the
integrated pressure sensor in the trailer modulator.
Brake pressure regulation is realised by control circuits with pulse controlled relay valves. For the
adjustment of the brake forces to the load on trailers with air suspension, the air bags pressure is
measured by a pressure sensor.
Pneumatic redundancy
In case of faults in the EBS-system resulting in a partial disconnection, the pneumatic command
pressure will go to the open inlet valve and the closed outlet valve, so that brake pressure is controlled
purely pneumatically, but without load-sensing control. The ABS control will remain operative for as
long as possible. The driver is alerted by a warning light on the dashboard when a fault is detected.
Electric/electronic system layout
During normal use the trailer modulator is electrically powered by two wires from the ISO7638 which
are each fitted with a fuse.
For safety purposes, the electrical supply may be regulated via the brake light in order to maintain
some regulatory functions if the electrical supply through ISO7638 should fail.
The data bus connection between the towing vehicle and the trailer modulator is made via ISO11992.
The details are checked and processed by the trailer modulator.
If the trailer has been coupled to a towing vehicle without EBS, a pressure sensor for determining the
required brake value is integrated in the trailer modulator. The required value is checked for plausibility.
Pneumatic redundancy is achieved by the 3/2 magnet valves integrated in the trailer modulator. At the
start of each braking cycle, the trailer modulator energises the magnet valves and removes the
redundancy.
The brake pressure of the third axle with a 4S/3M-configuration is controlled with an electro-pneumatic
EBS-relay valve. A brake pressure sensor and a 3/2 magnet valve have been integrated into this valve.
The brake pressure sensor is powered by the trailer modulator. The actual value is transmitted as an
analogue signal.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 13
In order to protect all active sensors from short-circuiting, they are connected to the trailer modulator.
A pressure sensor for monitoring the supply pressure as well as two pressure sensors for the actual
brake pressure have been integrated in the trailer modulator and are powered by the trailer modulator.
The actual values are transmitted as analogue signals.
For the determination of the suspension pressure, a pressure sensor has been integrated in the trailer
modulator, and a pneumatic pipe is led from the trailer modulator to the bags.
For controlling wear on the brake pads, they have been fitted with indicators for the end value, the
signals of which are monitored by the trailer modulator and transmitted to the towing vehicle.
Two outputs can be used for controlling additional systems on a trailer. The function per output of these
systems may be programmed using the Diagnostic Controller or PC-diagnostics.
System faults are recognised by the trailer modulator and stored in accordance with a fixed fault matrix
in the diagnostic memory.
The trailer modulator has the following connections:
A. Pneumatic connection :
TEBS E Modulator met PEM
1. Supply (to the reservoir “Brake”)
1.1 Supply “Air Suspension” (to air
suspension valve, rotary slide
valve, lifting axle valve or ECAS
block)
2.1 Braking pressure (to the brake
cylinder)
2.3 Tristop ® cyclinder (to the Tristop®
cylinder (12))
4 Control pressure (to PREV 21)
5 Bellows pressure (to air
suspension bellows)
1 Supply (to the reservoir “Brake”)
2.2 Braking pressure (to the brake
cylinder)
2.3 Tristop® cylinder (to the Tristop®
cylinder (12))
4.2 Control pressure (to PREV 22)
1 Supply (o the reservoir “Brake”)
2.4 Test connection “Brake”
Figure 3.Figure 3.2.2.a. –Pneumatic connection

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 14
B. Electronic connection :
Figure 3.2.2.b.- Electronic connection
POWER
Connection ISO 7638 7 pin voltage supply
SUBSYSTEMS
Connection for SmartBoard
MODULATOR
Connection for 3rd modulator (4S/3M or 4S/2M+1M)
IN/OUT
Stop light supply or TCE
ABS –C - D
ABS sensoren main
ABS –E - F
ABS sensoren additional
GIO 1-7
Multifunctional ports IN-OUT
3.2.3 Function of fault lamps
The driver is warned regarding the status of the Trailer EBS by a warning light (yellow) which is
connected via ISO7638. A parallel warning signal (red) is transmitted via the ISO11992 trailer
connection.
In general the following applies: when the supply pressure in the trailer falls below 4.5 bar, the yellow
and red warning lamps illuminate. The warning lights extinguish when the pressure rises above 4.5 bar.
Two different sequences of warning signals can be set.
Sequence 1
Example A: once the ignition has been switched on, the
warning light illuminates and goes out after 2 seconds when
a fault is not detected.
Example B: once the ignition has been switched on, the
warning light does not extinguish when a fault is detected.
Example C: when, after the ignition has been switched on,
the system recognises that during the last trip an ABS sensor
fault was stored in the diagnostic memory, which is now
however registered as “not actual” or when the vehicle has
had the ignition switched on for more than half an hour
without pressure in the brake pipe, the warning light will only
extinguish when a speed of 7 km/hour is exceeded.
Example D: if a fault is detected once the trip has started,
the warning light will illuminate once more and will remain on.
Sequence 2
Example E: once the ignition has been switched on, the
warning light illuminates and extinguishes after 2 seconds,
and goes on and off again after 2 seconds when a fault is not
detected and a speed of 7 km/hour has been exceeded.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 15
Example F (= B): once the ignition has been switched on,
the warning light does not extinguish when an actual fault is
detected.
Example G (= C): when the ignition is switched on, and the
system recognises that during the last trip an ABS sensor
fault was stored in the diagnostic memory, which is now
however registered as “not actual”, or when the vehicle has
had the ignition switched on for more than half an hour
without pressure in the brake pipe, the warning light will
extinguish once a speed of 7 km/hour is exceeded.
3.2.4 Function description
Choice of required deceleration and pressure regulation
The “choice of the required deceleration” means how much braking does the driver require? For a
combination with an EBS braked lorry with 7-pin ISO7638 connector the trailer modulator will receive
the required deceleration via the CAN-databus connection of the lorry. Determination via the CAN
databus always has priority.
If the required value is not available via the databus connection, for example:
on a combination with a conventionally braked lorry with 5-pin ISO7638,
when the CAN-databus connection has been interrupted,
the required value will be determined by measuring the command pressure. This measuring will take
place:
in the trailer modulator,
with an optional external pressure sensor. In the C-version of the EBS, the required value for
accidental braking was monitored by a switch integrated in the brake valve of the trailer. This has
been replaced by plausibility control of the sensor value. When a command pressure of 0.3 bar is
exceeded, the redundancy valve which is integrated into the trailer modulator, switches to the
supply pressure and EBS braking will commence. During braking, the redundancy valve is
switched back to the command pressure for a short time and the system checks via the integrated
pressure sensors to see whether pneumatic pressure is present. If there is no pneumatic pressure,
the EBS braking will be interrupted and the system switches to redundancy braking.
Automatic Load Sensing Brake force regulation (ALB)
The Trailer EBS is fitted as standard with load sensing brake force regulation.
The actual axle load is determined by the axle load sensor measuring the air bags pressure.
In the case of trailers, as is the case for conventional ALB-regulators, the load sensing regulation is
static. The controlled brake cylinder pressure (pzyl) as a function of the command pressure (pm) can be
separated into two parts:
operating the brake (A),
stability zone (S).
Figure 3.2.4.a. –ALR-position with a trailer (loaded = 1, empty = 2)
In the example, in the picking up area, the brake cylinder pressure rises from 0 to 0.4 bar at a
command pressure of pm = 0 to pm = 0.7 bar. At pm = 0.7 bar, the pick-up pressure of the wheel brake
has been reached, so the trailer can start to build up braking force as from this point. The parameters
for this point, the responding pressure of the complete trailer brake system, can now be set within the
EEC limits.
In laden condition (1) the brake cylinder pressure subsequently follows the straight line which runs
through the computed value at pm = 6.5 bar. On an empty trailer (2), the pick-up pressure is also
transmitted at pm = 0.7 bar, after that the brake cylinder pressure will be reduced in accordance with
the load.
The parameter setting is determined by the WABCO brake calculation program. The parameters are
stored in the trailer modulator together with the corresponding brake calculation number.
Pressure regulation
The pressure control circuits convert the pressures determined by the ALB function into brake cylinder
pressures. The electronics compare the brake pressures measured at the output of the relay valves
integrated into the trailer modulator with the required brake pressures. If there is a difference, then this
will be corrected by energising the aeration or de-aeration magnets.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 16
Anti-locking function (ABS)
The electronics use the signals from the wheel speed sensors to calculate whether one or more wheels
are in danger of locking and decide whether the applied brake pressure should be reduced, maintained
or increased.
For a 2S/2M-configuration, one ABS sensor and pressure control circuit of the trailer modulator have
been combined into one control channel. Any other wheels on that side of the trailer, if present, will be
controlled indirectly. The brake forces are controlled as per the Individual Regulation (IR) principle.
Each side of the trailer can apply a different brake pressure depending upon the conditions of the road
surface and braking characteristics.
For a 4S/2M-configuration (optional) two ABS sensors will be connected for each side of the trailer.
Again, the brake pressure will be regulated per side. All brake cylinders on one side will have the same
pressure. The wheels on one side which are fitted with wheel speed sensors will be adjusted according
to the Modified Side Regulation principle (MSR). The wheel which is most likely to lock on one side of
the trailer determines for that side whether ABS regulation is required. Both modulators are controlled
per side independent of one another. The principle of individual regulation is applied where both sides
of the trailer are concerned.
A 4S/3M-configuration (optional) is used on trailers with a steering axle. The main axle(s) is individually
controlled (IR) as per the 2S/2M-configuration as described previously. On the steering axle,
conversely, there are two sensors and one EBS-relay valve. This provides regulation per axle. The
wheel which is in danger of locking is used for the ABS regulation of the axle. The ABS regulation
occurs as per the Modified Axle Regulation (MAR).
For all configurations listed above, apart from the brake cylinders of ABS sensored wheels, non-
sensored wheels of adjacent axles may also be connected to the modulators. However, these indirectly
regulated wheels will not pass any information to the trailer modulator in the case of potential locking.
The anti-lock brakes on these wheels can therefore not be guaranteed. Figure 3.2.4.b. shows some
examples of sensor locations for the various configurations.
Figure 3.2.4.b. –Placement of the sensors
NEVER pump the brakes. This has possible adverse effects on the braking
behaviour of the trailer.
Roll Stability Support (RSS) (optional)
There are various definitions relating to a vehicle rolling over:
A vehicle may roll over if the critical lateral acceleration is less than the maximum friction between
the tyres and the road.
The critical lateral acceleration for rolling over is the limit value of the force which is allowed to
affect a vehicle laterally in the driving direction before the vehicle rolls over.
The maximum friction between the tyres and the road is the limit value of the force, which is
allowed to affect a vehicle laterally on the driving direction before the vehicle slips.
Trailers often have a relatively high centre of gravity and are therefore extremely likely to roll over when
tight bends are being taken at too high speeds. For trailers, the critical lateral acceleration may be lower
than that of the lorry. In contrast to the rolling over risk of the lorry, the driver often notices this too late
where the trailer is concerned in order to be able to take corrective action (by braking for instance).
With the aid of the RSS function, the imminent risk of the trailer rolling over is recognised and corrected
by automatic braking. This reduces the risk of rolling over.
The RSS function uses the available details of the Trailer EBS:
wheel speed,
information on the load,
information on the required deceleration,
information from the sensor for lateral acceleration integrated in the EBS modulator.
RSS recognises the risk of rolling over as a result of strong relief in pressure on the wheels in the inside
bend. When the calculated critical lateral acceleration of the trailer is exceeded, a low testing pressure
is temporarily applied. Duration and height of the pressure depend upon the current critical lateral
acceleration. The risk of rolling over is recognised using the wheel reaction during test braking.
When the risk of rolling over is detected, high pressure braking on the wheels of the trailer in the
outside bend will take place in order to prevent rolling over. The brake pressure for the wheels in the
inside bend will remain mainly unchanged, depending upon any ABS regulation.
When braking in accordance with RSS, the brake lights do not illuminate because
the brake light can only be activated by the lorry whereas RSS braking is
controlled by the trailer.
RSS adjustment starts during a driving situation with partial or no braking. If the driver brakes
sufficiently (retardation above the level of the RSS retardation) RSS is not activated. If, during an RSS
adjustment of the trailer which has already started, the lorry indicates a pneumatic or electric braking
value, RSS adjustment will be cancelled as soon as the braking value of the lorry is higher than that of
the RSS. The braking pressure in the trailer is then adjusted to the requirements of the lorry up to the
end of the braking operation.

STAS nv –Flanders Fieldweg 45 –8790 WAREGEM (BELGIUM) Instructions for use, tipper trailer –Version 3.1
Tel. +32 (56) / 60 01 91 –Fax +32 (56) / 60 01 95 –e-mail : [email protected] web –- http://www.stas.be Page 17
As a result of the RSS control, the physical limits cannot be exceeded. If there is a
further increase in lateral forces on the trailer, despite automatic braking and the
resulting retardation, and the reduction in lateral acceleration being too slow, the
trailer combination may still roll over even if RSS is activated.
During driving the following are compensated: up to 9% variation in tyre circumference, misalignment of
modulator up to 3 degrees on the longitudinal axle of the vehicle plus the offset tolerance of the lateral
acceleration sensor. The RSS function may be out of operation or react slowly up to the level of
compensation. The warning light may even go out before the RSS is functioning at its best.
When trailers are driving without any pressure in the air bags, it may be that the RSS does not detect
any risk of rolling over due to a lack of information on the load.
Once faults are detected, the RSS is permanently switched off and the warning light is activated. In this
instance, correct RSS functioning can no longer be guaranteed.
Standstill function
With a vehicle at a standstill (speed < 1.8 kph) and a command pressure greater than 3.5 bar, after
5 sec. switching takes place from electro-pneumatic to pneumatic brake pressure. This function serves
to prevent unnecessary use of electricity when the combination is stationary with the handbrake on and
the ignition on. This function is deactivated when driving commences.
Emergency brake function
In order to be able to exert maximum brake force at all times, an emergency brake function has been
integrated. If the brake pressure value desired by the driver corresponds to more than 90% of the
available supply pressure, a so-called emergency stop, the brake cylinder pressures will be increased
up to the supply pressure. This function is also operative when a suspension air bag has burst.
Verification of supply pressure
The supply pressure to the trailer is verified by the EBS. If the pressure drops below 4.5 bar the driver
is alerted by the red and yellow warning lights. Once the pressure of the air pressure braking system
has been corrected and the pressure of the trailer exceeds 4.5 bar, the lights will go out.
If the supply pressure drops below 4.5 bar during driving, this will be stored as a fault.
Kilometre indicator
The Trailer EBS is fitted with an integrated kilometre indicator, which measures the distance covered
when the EBS system is functioning. Two separate functions are available:
The total number of kilometres indicates the total amount of kilometres driven since the system
was put into operation. This value is saved on a regular basis and can be read with the aid of the
various diagnostics equipment or SmartBoard.
A tripometer is also available. This can be reset to zero at any time. In this way the number of
kilometres between two maintenance inspections can be determined or the number of kilometres
driven since a particular time. Diagnostic equipment or SmartBoard is used to read and reset the
tripometer.
Special calibration is not required. The calibration factor is calculated using the tyre circumference and
the number of teeth in the field system, which are entered during the final inspection of the Trailer EBS.
The kilometre indicator requires an electrical supply. It will therefore only function when the Trailer EBS
is electrically connected and is not tamper-proof.
Service signal
This function may be activated using diagnostic equipment. If this function has been activated, a
warning light can be set to be activated after a certain number of kilometres, selected with the aid of the
diagnostic equipment, have been covered. This warning light will illuminate the first time the ignition is
switched on after the selected number of kilometres have been covered and will flash eight times. The
flashing will repeat itself every time the ignition is switched on and will help to remind the driver the
trailer is due for a service, etc.
The service signal may be reset. After resetting, the set service interval as described will be re-
activated.
This function is not switched on at the time of delivery.
Operation hour counter
The elapsed operation time is stored in the memory and may be read via the diagnostic socket or
SmartBoard.
The counter for the operational hours only functions when the Trailer EBS is electrically connected and
is therefore not tamper-proof.
ILS (Integrated Load Switch) (optional)
If the trailer is equiped with lift axle(s), these may be automatically controlled independently of the
actual axle load by the Trailer EBS. To this end, an electrical axle lift valve should be connected to the
GIO plugs of the trailer modulator.
The axle load at which the lift axle is lowered is calculated using the pressure present in the air bags
and using the details of the bags pressure and the axle load in laden and unladen conditions which
have been set in the parameters. The value can be included in the parameters as a percentage of the
permissible axle load of the trailer.
The vehicle speed at which raising the lift axle(s) can be carried out is between 0 and 30 km/hour.
Diagnostic equipment is used to set the parameters.
When a fault is detected in the axle load sensor, the lift axle will be lowered at speeds between 5 and
30 km/hour and will not be activated at a speed below 5 km/hour.
Only ABS sensors e and f may be connected to the lift axle. ABS sensors c and d should always be
connected to the main axle.
During technical inspection and verification, it should be possible to lower the
axle when the trailer is unladen. This may be done by switching off the trailer
ignition or through the SmartBoard operation. The axle is then lowered and will
remain in this position regardless of the load. The axle will only be raised when
the speed of the trailer exceeds 15 km/hour.
Lift axle traction help (optional)
A lift axle traction help may be set up on trailers with a first axle as the lift axle or with the first axle with
axle deflation (air suspension dump valve). The value for the axle load for the lift axle traction help
should be no more than 30% above the maximum permissible axle load and should be determined by
the manufacturer. Once a speed of 30 km/hour has been reached, the axle will come back down or the
first axle will be inflated.
The TH version (an axle lift valve) means that the lift axle may be lifted or that the air suspension dump
valve can be deflated to help driving off, when the permissible bags pressure set in the parameters is
not exceeded after lifting. If the permissible pressure is exceeded during driving off, the lift axle traction
help is interrupted and the lift axle will come back down or the air suspension dump valve will be
inflated.
Please note : The operation first axle with axle deflation (air suspension dump valve) does
not work independently or separately of the lift axle traction help.