{"id":11282,"date":"2021-05-27T13:00:31","date_gmt":"2021-05-27T11:00:31","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=11282"},"modified":"2021-05-27T13:00:31","modified_gmt":"2021-05-27T11:00:31","slug":"maintenance-29","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2021\/05\/27\/maintenance-29\/","title":{"rendered":"Installation and maintenance tips for truck-mounted hydraulic systems"},"content":{"rendered":"<p style=\"text-align: justify;\"><span style=\"color: #0000ff;\">A highly efficient system requires precise installation and diligent preventive maintenance.<\/span><\/p>\n<div id=\"content-body-20988415\" class=\"page-contents__content-body\" style=\"text-align: justify;\">\n<p><span style=\"color: #0000ff;\">Truck-mounted hydraulic systems are crucial to many vocational operations. As with any integral vehicle system, effective maintenance of truck-mounted hydraulic systems requires an understanding of how a system functions.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">A basic hydraulic system consists of the following components:<\/span><\/p>\n<div class=\"teads-adCall\"><\/div>\n<ul>\n<li><span style=\"color: #0000ff;\">Power source (engine and transmission)<\/span><\/li>\n<li><span style=\"color: #0000ff;\">PTO<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Pump<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Directional control valve<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Actuators (cylinder or motor)<\/span><\/li>\n<\/ul>\n<p><span style=\"color: #0000ff;\">The PTO, or power take-off, transfers engine power from the transmission to the pump. The pump sends hydraulic fluid to the directional control valve. The control valve sends that fluid to the actuator, which operates the equipment.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Truck-mounted hydraulic systems must be properly spec\u2019d and integrated with the truck\u2019s engine, transmission and PTO. This will ensure that the equipment has the necessary hydraulic flow and pressure to operate correctly and most efficiently.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">The most common truck-mounted equipment is the dump truck. Other applications include tow trucks, bucket trucks, cranes, garbage trucks, sewage vacuum trucks, tire service trucks and fire and rescue trucks. While some types of truck-mounted equipment, such as a snowplow, utilize a motor as the actuator, it&#8217;s more common to utilize a cylinder.<\/span><\/p>\n<h3><span style=\"color: #0000ff;\">PTO selection and installation\u00a0<\/span><\/h3>\n<p><span style=\"color: #0000ff;\">&#8220;The PTO is the link between the power source and the driven (operating truck-mounted) equipment,&#8221; says Jeff King, Chelsea Products marketing manager. &#8220;The PTO has to make everything work together.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Chelsea Products, a division of Parker Hannifin, is a market leader in PTO products for the truck and mobile vocational markets.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">When selecting a PTO, identify the make and model of the transmission.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;Make sure the gear teeth on the PTO can properly mesh with the transmission&#8217;s PTO drive gear teeth,&#8221; King says. For instance, a spur gear will not mesh properly with a helical gear. Even two helical gears need compatible characteristics.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;Additionally, every transmission has unique operating characteristics such as speed,&#8221; King adds. &#8220;Ensure that the PTO has the necessary torque capacity and operating speed for the application.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On that note, you must identify the needs of the truck-mounted equipment itself.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;You need to know the required system pressure (psi) and flow (gpm),&#8221; King says. When equipment operates slowly, there is a flow problem. When it won&#8217;t operate at all, there&#8217;s a pressure problem.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Ensure that both engine rpm (pump input) and hydraulic pump rpm (pump output) will achieve the necessary flow rate.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;For instance, you want a roughly 30-second cycle time on a dump body, though you should always consult the manufacturer&#8217;s recommendation,&#8221; King points out. &#8220;Once confirmed, you need to specify the flow requirement (gpm), because flow affects speed of operation.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Flow requirement can then be related back to horsepower and torque. A useful equation to know is: gpm x psi \/ 1,714 = required hydraulic horsepower. This data will help you select the right size PTO.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">It&#8217;s also helpful to understand PTO installation. The first step is mating the PTO to the transmission.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On a manual transmission, you typically have to set the backlash, which is the spacing between the transmission gears and PTO gears. Use gaskets to shim it to the proper backlash, which is a range of 0.006&#8243; to 0.012&#8243;.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On automatic transmissions, there&#8217;s far less hassle. A single gasket is typically supplied that takes the guesswork out of setting the backlash.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">A second important step is adequately fastening the PTO to the transmission.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">\u00a0&#8220;Truck manufacturers don&#8217;t make it easy to get to all the bolts,&#8221; King says. &#8220;So we worked with Snap-on to develop a set of tools to make it easier and speed up the process.&#8221; (See sidebar, Recommended Tools for PTO Installation.)<\/span><\/p>\n<h3><span style=\"color: #0000ff;\">PTO preventive maintenance\u00a0<\/span><\/h3>\n<p><span style=\"color: #0000ff;\">Whether or not you installed the PTO, it&#8217;s a good idea to check the bolts and fasteners a couple of weeks after installation.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;The biggest thing is checking for leaks,&#8221; says Josh Reimer, market specialist for the dump and tow markets at Muncie Power Products. &#8220;If you see signs of either a hydraulic or transmission leak, that&#8217;s an indication that something is probably loose.&#8221; You simply want to make sure everything is torqued down properly.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Muncie Power Products is a leading manufacturer of power take-offs and fluid power components for the work truck industry.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Once put into service, the cycle of PTO maintenance will vary by application. A dump truck, for example, might run five to 10 cycles per day. That places less wear on the PTO.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;In that case, you want to visually inspect the PTO for leaks every three months or so,&#8221; Parker Hannifin\u2019s King says. &#8220;Make sure all seals are intact. Check for loose fasteners.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;The other extreme is the refuse (garbage) industry,&#8221; King continues. &#8220;These trucks run many cycles a day, day after day. You&#8217;ll want to do a thorough inspection every month.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">In many instances, the hydraulic pump can be mounted directly to the PTO. &#8220;We recommend doing that because it gives the best connection,&#8221; King says.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Additionally, Parker Hannifin recommends a mounting bracket for pumps longer than 18\u201d or heavier than 40 lbs.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Even with a clean, direct connection, you do have a mating spline between the pump and PTO. This warrants additional maintenance considerations.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;If you don&#8217;t maintain proper lubrication at this critical juncture, you&#8217;ll get what&#8217;s known as fretting,&#8221; Reimer explains. &#8220;The metals wear against each other. That causes small particles to emerge and become captured in that area, making the problem worse and preventing the gear teeth from meshing properly.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;Proper lubrication also helps stop the oxidation and torsionals from the diesel engine from spreading corrosion on those shafts,&#8221; King says. &#8220;However, many technicians don&#8217;t like performing the ongoing maintenance once the PTO and pump are mated; they don&#8217;t want to have to take them apart in order to relubricate. So Parker Hannifin has come up with a couple of options.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On a manualtransmission, Parker provides a greaseable option. The PTO shaft has a Zerk fitting on a closed-end bearing cap. On an Allison automatic transmission, Parker offers a wet spline option. Pressurized fluid from the transmission is drawn up to the cavity between the PTO and pump, providing continuous lubrication.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">In those instances when you don&#8217;t have the clearance to mount the pump directly to the PTO, you&#8217;ll have a driveshaft in between. Make sure it is properly lubricated at the joints.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;You also want to regularly inspect the driveshaft for damage,&#8221; King says. &#8220;If it&#8217;s bent, you&#8217;ll sometimes feel a vibration when the PTO is engaged. That&#8217;s a problem that should be addressed immediately. It&#8217;s not only detrimental to the PTO output shaft, but also the pump because that vibration is felt by the pump&#8217;s input shaft, bearings and seals.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Another warning sign is noise. If the PTO has been installed too tightly, or if the gaskets become soaked with oil and compress, you might begin hearing a whine. That means the PTO gear tips and transmission gear tips are too tightly meshed. A gasket needs to be added between the PTO and transmission to get it shimmed to the proper backlash between 0.006&#8243; and 0.012&#8243;.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;You may also begin hearing a clattering noise at some point,&#8221; King says. &#8220;That likely means some bolts are loosening. Go down and check the fasteners. Make sure everything is torqued properly and that nothing is coming loose.&#8221;<\/span><\/p>\n<h3><span style=\"color: #0000ff;\">Pump testing and installation\u00a0<\/span><\/h3>\n<p><span style=\"color: #0000ff;\">The next component in the hydraulic system is the pump. A high-performing pump requires good connections, no leaks and ample lubrication. Like with PTOs, it all starts at installation.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Before installing a pump, back off the main relief valve until the spring tension on the adjusting screw is relieved. Next, before connecting any lines to the pump, fill all ports with clean oil to provide initial lubrication.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">After connecting the lines and mounting the pump, operate for at least two minutes at no-load and low-rpm. During this break-in period, the pump should not develop an excessive amount of heat. If it runs properly, you can increase speed and pressure to a normal level. Reset the main relief valve to its proper setting while the pump is running at maximum operating engine speed for the truck.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Next check the fluid supply. Ensure that at least one gallon of hydraulic fluid is supplied for each gpm of pump capacity. Jog the pump by repeatedly starting and stopping the engine to gradually equalize pump and oil temperatures; feeding hot oil into a cold pump can cause the pump to seize.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Run the pump for at least two more minutes at no-load and moderate speed (less than 1,500 rpm). If the pump becomes excessively hot, shut down the test and locate the source of the problem. Gradually increase the pressure on the pump in 500-psi increments until the desired test pressure has been reached.<\/span><\/p>\n<h3><span style=\"color: #0000ff;\">Insights on hydraulic oils<\/span><\/h3>\n<p><span style=\"color: #0000ff;\">Hydraulic systems on truck-mounted equipment often work under extreme temperature changes. Thus, when choosing hydraulic oil, duty cycle and oil temperature must be factored in.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;Under normal operating temperatures, you should keep hydraulic fluid temperature in the 120 to 140 degrees F range,&#8221; says Chris Johnson, Parker Hannifin&#8217;s gear pump division. &#8220;Operating temperatures over 176 degrees F can dramatically reduce service life.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Viscosity is a key consideration. The hydraulic fluid must be thin enough to flow easily, but also thick enough to seal and maintain a lubricating film between bearing and sealing surfaces. That film helps reduce friction and heat.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Remember that as fluid warms, it becomes thinner. Thus, you must consider your equipment&#8217;s start-up and operating temperatures.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">At the highest temperatures, the fluid must maintain enough thickness to provide lubrication and minimize internal leakage. If it doesn&#8217;t, the result could be heat-caused loss of lubrication, premature wear and failure of the gears, thrust plates and bearings.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On the other hand, as fluid cools, viscosity increases. At the lowest temperatures, the fluid must still be thin enough to flow readily. If it isn&#8217;t, sealing and lubrication gaps might not get filled, resulting in damage to the pump.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">As a general rule, high-viscosity oil will provide better performance. Oil with a viscosity of around 100 SUS (20 cSt) is ideal in normal conditions. In cold-weather environments, oil should have a viscosity not exceeding 7,500 SUS (1,620 cSt) at the minimum startup temperature, and a pour point of at least 20 degrees F below that temperature. Startup procedures must allow for a gradual warm-up, and equipment should not be operated at full pressure until the oil reaches a reasonably fluid state.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Care should be taken when filling the reservoir with oil. Always pour through a 100 mesh screen.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">The reservoir should have a breather to allow air in and out. The filler cap and breather should be sealed to prevent moisture from entering. Even the smallest water content can result in hydraulic component damage.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Observation of a leak around the pump could indicate several things.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;First, the hose and fittings could have worked loose,&#8221; Muncie Power Products\u2019 Reimer says. &#8220;So you want to check that and tighten anything up.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Visual observation for leaks can happen as you conduct routine truck inspections every 100 hours or so, Reimer advises. That&#8217;s also a good time to check the hydraulic oil level in the reservoir. If you ever see that oil is not flowing from the pump, it could simply be that the oil level is low.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">&#8220;It could also be airlock in the inlet hose,&#8221; Reimer says. If it&#8217;s an airlock, you should use compressed air to pressurize the reservoir while running the pump.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Oil and filters should be changed on a regular schedule and the system flushed in accordance with manufacturer recommendations. Likewise, reservoir air breather filters should be cleaned periodically.<\/span><\/p>\n<h3><span style=\"color: #0000ff;\">Ensuring optimum cylinder performance<\/span><\/h3>\n<p><span style=\"color: #0000ff;\">The pump sends hydraulic fluid to a direction control valve, which then directs it to the actuator to engage the equipment. A telescoping cylinder is often the actuator. Fleet managers can take certain steps to ensure proper long-term performance.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Each morning, test cylinder function. Ensure that the cylinder is not leaking fluid, is extending and retracting appropriately and is not coming into contact with any other vehicle component during normal operation.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">On a weekly basis, it&#8217;s a good idea to bleed air from a single-acting telescopic cylinder. &#8220;This helps ensure smooth operation,&#8221; says Mike Sell, product manager \u2013 cylinder division, Parker Hannifin. &#8220;Failure to do so will likely result in early cylinder failure. To eliminate this risk, we design our telescopic cylinders with a feature that eliminates the air-bleeding procedure by allowing air to bleed every time the dump bed goes up and down.&#8221;<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Because the hydraulic oil in the circuit lubricates virtually all cylinder parts, it&#8217;s important to keep the oil circuit clean. If there ever is a failure and there is reason to believe that metal particles may be in the system, the oil must be drained, the system flushed and any filter screens thoroughly cleaned or replaced. New oil should then be supplied for the entire system.<\/span><\/p>\n<p><span style=\"color: #0000ff;\">Other common causes of cylinder failure include:<\/span><\/p>\n<ul>\n<li><span style=\"color: #0000ff;\">Wear of compression set resulting from a loss of interference or squeeze<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Seal shrinkage after installation (often chemical-induced)<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Debris lodged under seal lip<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Scored seal lip due to sharp particle lodging beneath<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Torn seal lip (more dramatic leakage results)<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Bearing failure<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Spiral failure<\/span><\/li>\n<li><span style=\"color: #0000ff;\">Reverse-pressure blowout of piston seal due to pressure trap or failure of opposed seal.<\/span><\/li>\n<\/ul>\n<p><span style=\"color: #0000ff;\">In conclusion, recognize that no hydraulic system is 100 percent efficient because no single component is 100 percent efficient. However, by following proper installation and preventive maintenance steps, you can help your system function as efficiently as possible &#8211; and that can have a huge impact on system life and performance.<\/span><\/p>\n<\/div>\n<div class=\"page-contents__content-sidebars\">\n<div class=\"page-contents__content-sidebar\">\n<h3 style=\"text-align: justify;\"><span style=\"color: #0000ff;\">Recommended tools for PTO installation\u00a0<\/span><\/h3>\n<p style=\"text-align: justify;\"><span style=\"color: #0000ff;\">Parker Hannifin worked with Snap-on Tools to identify tools that make it easier to torque PTO mounting bolts.<\/span><\/p>\n<ul>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">Compact cordless driver<\/span><\/li>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">3\/8&#8243; drive torque wrench<\/span><\/li>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">10mm, 12-point ratcheting flex-head wrench<\/span><\/li>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">3\/8&#8243; drive 6&#8243; extension<\/span><\/li>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">Swivel flex sockets (12-point, 10mm and 15mm)<\/span><\/li>\n<li style=\"text-align: justify;\"><span style=\"color: #0000ff;\">3\/8&#8243; drive 12-point, 10mm torque wrench adapter<\/span><\/li>\n<\/ul>\n<\/div>\n<\/div>\n<p>&nbsp;<\/p>\n<p>By <span class=\"page-attribution__content-name\"><a href=\"https:\/\/www.fleetmaintenance.com\/home\/contact\/20987851\/gregg-wartgow\">Gregg Wartgow<\/a><\/span><\/p>\n<p><span class=\"posted-by\">Source: <a href=\"https:\/\/www.fleetmaintenance.com\" target=\"_blank\" rel=\"noopener noreferrer\">https:\/\/www.fleetmaintenance.com<\/a><\/span><\/p>\n<div class=\"g-cols wpb_row type_default valign_top vc_inner vc_custom_1585038969469\">\n<div class=\"vc_col-sm-12 wpb_column vc_column_container\">\n<div class=\"vc_column-inner\">\n<div class=\"wpb_wrapper\">\n<div class=\"w-post-elm post_content\">\n<div class=\"g-cols wpb_row type_default valign_top vc_inner vc_custom_1585038969469\">\n<div class=\"vc_col-sm-12 wpb_column vc_column_container\">\n<div class=\"vc_column-inner\">\n<div class=\"wpb_wrapper\">\n<div class=\"w-post-elm post_content\">\n<div class=\"g-cols wpb_row type_default valign_top vc_inner vc_custom_1585038969469\">\n<div class=\"vc_col-sm-12 wpb_column vc_column_container\">\n<div class=\"vc_column-inner\">\n<div class=\"wpb_wrapper\">\n<div class=\"w-post-elm post_content\">\n<h3 style=\"text-align: center;\"><a href=\"https:\/\/advancedfleetmanagementconsulting.com\/eng\/consultancy\/\" target=\"_blank\" rel=\"noopener noreferrer\"><strong>CUT COTS OF THE FLEET WITH OUR AUDIT PROGRAM<\/strong><\/a><\/h3>\n<p><a href=\"https:\/\/advancedfleetmanagementconsulting.com\/eng\/consultancy\/\"><img loading=\"lazy\" class=\"wp-image-5377 aligncenter\" src=\"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-content\/uploads\/sites\/3\/2020\/04\/nueva-ley-auditoria.jpg\" sizes=\"(max-width: 858px) 100vw, 858px\" srcset=\"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-content\/uploads\/sites\/3\/2020\/04\/nueva-ley-auditoria.jpg 2000w, https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-content\/uploads\/sites\/3\/2020\/04\/nueva-ley-auditoria-300x200.jpg 300w, https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-content\/uploads\/sites\/3\/2020\/04\/nueva-ley-auditoria-1024x682.jpg 1024w\" alt=\"\" width=\"858\" height=\"572\" \/><\/a><\/p>\n<p style=\"text-align: justify;\">The audit is a key tool to know the overall status and provide the analysis, the assessment, the advice, the suggestions and the actions to take in order to cut costs and increase the efficiency and efficacy of the fleet. We propose the following fleet management audit.<\/p>\n<h3 style=\"text-align: center;\"><a href=\"https:\/\/advancedfleetmanagementconsulting.com\/eng\/consultancy\/\" target=\"_blank\" rel=\"noopener noreferrer\"><strong>FLEET MANAGEMENT AUDIT<\/strong><\/a><\/h3>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"<p>A highly efficient system requires precise installation and diligent preventive maintenance. Truck-mounted hydraulic systems are crucial to many vocational operations. As with any integral vehicle system, effective maintenance of truck-mounted hydraulic systems requires an understanding of how a system functions. A basic hydraulic system consists of the following components: Power source (engine and transmission) PTO&#8230;<\/p>\n","protected":false},"author":3,"featured_media":11283,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[53],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11282"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=11282"}],"version-history":[{"count":1,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11282\/revisions"}],"predecessor-version":[{"id":11284,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/11282\/revisions\/11284"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media\/11283"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=11282"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=11282"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=11282"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}