{"id":3930,"date":"2019-12-26T16:25:37","date_gmt":"2019-12-26T15:25:37","guid":{"rendered":"http:\/\/en.advancedfleetmanagementconsulting.com\/?p=3930"},"modified":"2019-12-26T16:25:37","modified_gmt":"2019-12-26T15:25:37","slug":"3930","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2019\/12\/26\/3930\/","title":{"rendered":"Maintaining Trailer Electrical Systems"},"content":{"rendered":"

Maintaining Trailer Electrical Systems<\/strong><\/h3>\n

As trailers become more complex, with telematics and diagnostics systems of their own, more auxiliary equipment and more sensitive electronics, the need to keep those systems running will become more challenging. We are already close to capacity in terms of circuits coming from the tractor, hamstrung by the limits of the traditional 7-pin trailer connector. But engineers are thinking beyond 7-pins to 15 pins, and even self-supporting trailer electrical systems that can power auxiliary systems onboard the tractor. That’s a bit of a role reversal, and it may be closer than you think.<\/p>\n

How often do drivers report an antilock braking system fault on the trailer, only to find in the shop that the center pin in the 7-way plug was not putting out any power? That pin is the only route to the trailer for power destined not only for the ABS, but also for automatic tire inflation systems, telematics, etc. At times there can be a lot of power traveling through that line, or not. If the fuse is blown, nothing on that circuit works. If the connector is badly corroded, voltages can be compromised, resulting in fault codes and poor component performance.<\/p>\n

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“When someone says they’re having an issue with their ABS, or they can’t charge their liftgate, the first place I look is at that center pin.” \u2013 Gerry Mead, Phillips Industries<\/strong><\/p>\n<\/blockquote>\n<\/div>\n

“When someone says they’re having an issue with their ABS, or they can’t charge their liftgate, the first place I look is at that center pin,” says Gerry Mead, executive director of innovation at Phillips Industries. “Everything except the lighting comes across that pin. About half of the truck I check for trailer electrical problems are hooked to tractors with a blown fuse or a badly corroded center pin.”<\/p>\n

Corrosion on the J560 plug and the trailer pigtail is a big problem, especially in areas where a lot of road deicer is used in the winter. The tractor end of that cable is hardly ever pulled out and inspected, tested and cleaned. Checking that connection is more important than ever with all the multiplexing and PLC (power line carrier) data going back and forth along those circuits.<\/p>\n

There are wiring solutions out there that will solve a lot of these problems, but many fleets are reluctant to try something new. Even with all of the sealed connectors on the market, fleets still seem to prefer a metal plug on the J560 trailer connector, Mead says. “If it’s price, the extra cost for a premium connector is only about 10%. That’s not a lot to pay to reduce those sorts of problems.”<\/p>\n

And Mead believes loads on the current connector will increase as more technology is added to the trailer, which will make corrosion of those pins even more of an issue going forward.<\/p>\n

“The 7-way J560 is antiquated and we’re going to have to go to a 15 pin, the European standard, sometime soon,” he says. “It’s gotta happen. I mean, we’re used up. There’s a lot we could do with that 15-pin connector.”<\/p>\n

Putting Power on the Trailer<\/strong><\/h5>\n

There’s one big problem with liftgates. They are usually at the back of the trailer, while the alternator is way up front.<\/p>\n

Typically, the liftgate batteries are charged from the tractor. Due to the length of the cable run, perhaps an under-sized alternator, and the inevitable corrosion in the cabling, the batteries \u2013 and ultimately the liftgate motor \u2013 may not be getting all the voltage needed for optimum performance.<\/p>\n

Given that the J560 can be a truck’s Achilles heel, what if the trailer was generating its own electrical power through solar panels, or perhaps power generated by an e-hub motor\/generator of the sort ConMet announced at the North American Commercial Vehicle Show?<\/a><\/p>\n

Power produced by a wheel-mounted generator and stored locally could solve many of those problems. While Conmet hasn’t specifically targeted liftgates (it’s focusing on powering electric refrigeration units in the early days), the company says it could be used to power auxiliary electrical systems on the trailer.<\/p>\n

And trailers with short between-stop travel distances may not be able to optimize liftgate battery charging without idling. Solar can solve many of those issues and in the process, save batteries from the life-cycle-limiting deep discharge states.<\/p>\n

Bob Doane, chief technology officer with solar energy solution provider eNow, says an auto parts distributor saw a big difference in battery life after adding a small solar panel array to its trailer roofs. “AutoZone was replacing its flooded-acid liftgate batteries about every 8-10 months,” he says. “We have had the solar panels on a group of test trailers for 30 months now and they haven’t had to replace a single battery.”<\/p>\n

Not only can solar keep the batteries topped up, but the associated electronics also can optimize battery charging.<\/p>\n

“We can put in all the current possible in bulk charging mode until the battery reaches its optimum voltage of 14.2 to 14.4,” says Doane. “Then we shift to absorption mode, where the voltage is held steady, but the current is dialed back. That ensures the battery plates do not become sulphated through overcharging.”<\/p>\n

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“Basic electrical maintenance may seem pretty basic, but it requires disciplined techs following proper procedures.” \u2013 Darry Stuart, DWS Fleet Management<\/strong><\/p>\n<\/blockquote>\n<\/div>\n

According to Mead, an electric climate control system powered by solar cells on the roof of the trailer would cost less than half of what a diesel APU will cost over its life — even less when you take maintenance into account.<\/p>\n

“In my fleet days, I would keep a trailer for 10-12 years, versus four to five years for a tractor,” he says. “That’s twice the payback time for the solar cells versus the tractor mounted APU, and there’s literally no maintenance for the solar cells. Even if a few cells are damaged in a tree strike or something, the rest of the panel keeps working. With a 15-pin tractor-trailer connector, we wouldn’t even have additional cables to hook up.”<\/p>\n

The Importance of Trailer Electrical Maintenance<\/strong><\/h5>\n

Until we have 15-pin connectors between tractors and trailers and current flow both ways between the vehicles, correct cable sizing and the state-of-the-art electrical maintenance will continue to be the keys to reliable trailer electrical systems. These days, reliability means more than just keeping the liftgate operating. Drivers don’t respond well to downtime, and your electrical maintenance and spec’ing acumen (or lack of it) could have an impact on driver retention rates.<\/p>\n

Not to put too fine a point on it, most electrical maintenance isn’t rocket science. And let’s not confuse basic electrical maintenance with electronic troubleshooting, which truly is a science.<\/p>\n

“Basic electrical maintenance may seem pretty basic, but it requires disciplined techs following proper procedures,” says Darry Stuart, fleet maintenance consultant and frequent moderator at the Fleet Talk and Fleet Forum sessions at ATA’s Technology & Maintenance Council meetings. “It’s easy to take shortcuts, and since most techs don’t really like doing battery maintenance, you have to require them to do the work properly. Whether or not to disconnect the cables, clean the connectors and load test the batteries should not be left to the technician’s discretion. That work has to be done at each and every PM. No ifs, ands or buts.”<\/p>\n

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5 Ways to Get Out in Front of Wiring Problems<\/strong><\/h5>\n
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There’s more potential from trouble inside the J560 connector than meets the eye. Thousands are replaced every year due to poor maintenance. Photo: Jim Park<\/p>\n<\/figcaption><\/figure>\n

Until someone develops a cable-free conductive electrical system for vehicles, we’re stuck with wires. Wires are generally not a problem until some outside force disturbs them or they are damaged. They are subject to chafing from contact with nearby surfaces, or even from within the wiring harness itself, and the insulation can crack with old age. Once the insulation breaks open and moisture gets in, it’s all over but the shouting.<\/p>\n

Corrosion will eventually eat right through the copper conductor, but the immediate problem could be a change in the resistance of cable. Sensitive electronics require precise voltages, and when you get a drop in voltage or an increase in resistance, sensors pick up the change in values and start throwing fault codes. That leaves your technicians trying to determine whether they have a faulty component, a faulty sensor or a faulty wire. Troubleshooting such problems requires tons of valuable shop time.<\/p>\n

Corrosion in wiring can result in some very large diagnosis and repair costs, intermittent and frustrating circuit failures, frequent breakdowns and premature component failures. Invest some time preventing these problems, rather than wasting time tracking the problems down and repairing them once they’ve happened.<\/p>\n

Here are five tips to help minimize potential problems arising from wiring problems.<\/p>\n

1. Pay very close attention to cable routing<\/strong> and possible sources of chafing- and vibration-related cable damage during the truck’s pre-delivery inspection. Solve the problems before the truck goes into service; if necessary, take the cable routing issues up with the OEM or the dealer to prevent future problems.<\/p>\n

2. Create a wiring repair policy <\/strong>so all technicians repair wiring in exactly same way. There are procedures for repairing various sealed connectors supplied by the manufacturers. Follow them. If there’s dielectric grease or some other insulator inside a connector, make sure you refill the repaired connector.<\/p>\n

3. Establish a policy and procedure for repairing or replacing connectors.<\/strong> Don’t use non-sealed butt connectors. These are fast and simple but offer no protection from corrosion. Use soldered and\/or crimped connections with double-walled heat-shrink tubing to seal and insulate the connection.<\/p>\n

4. Train your technicians on how to use multimeters <\/strong>and other diagnostic tools. Make sure they intimately understand Ohm\u2019s law, battery load testing, parasitic drains, voltage drops and current draws.<\/p>\n

5. Take every single probe-style circuit tester in your shop and grind the tip to a dull point.<\/strong> Make sure your techs clearly understand that they should never pierce wiring insulation when diagnosing circuit issues.<\/p>\n<\/div>\n

by Jack Roberts<\/a><\/p>\n

Source: https:\/\/www.truckinginfo.com<\/a><\/p>\n

FLEET MANAGEMENT AUDIT<\/h3>\n

Fleet management is the use of a set of vehicles in order to provide services to a third-party, or to perform a task for our organization, in the most efficient and productive manner with a determined level of service and cost.<\/p>\n

Fleet management activities are shown in the following graph 1:<\/p>\n

\"fleet<\/p>\n

Graph 1: fleet management activities<\/p>\n

The proposal audit analyses and assesses all fleet management activities shown in the graph 1, and its main goals are:<\/p>\n