A truck-mounted crane wireless remote control is specified by counting valve sections, not by choosing a transmitter. Each hydraulic section you want to operate remotely needs its own actuator bolted to the existing manual handle, and everything else — receiver logic, harness, transmitter layout, price — follows from that count. Get the section count and the fail-safe behaviour right before ordering and the conversion stays a mechanical and electrical job.
This guide covers what a bolt-on kit changes on the vehicle, the five decisions that define it, and what an industrial remote control supplier needs before the actuators are assembled.
Most lorry-mounted and knuckle-boom cranes in service already have a sound hydraulic system and a working lever bank. Opening that circuit to fit proportional valves is expensive, needs oil handling and takes the crane out of service for days. A bolt-on kit avoids all three: DC actuators clamp to the existing handles, the receiver drives the actuators, and no oil is drained.
Three things stay exactly as they are — the valve block and hydraulic circuit, the manual lever bank, and the vehicle’s original control positions. What changes is where the operator stands. On a flatbed, tipper or recovery truck the lever bank sits at the base of the mast, which forces the operator to work by ear and by shouted instruction. Radio control moves them to where the load and the ground are both visible, which is usually why the conversion is approved in the first place.
The applications repeat across fleets: knuckle-boom cranes on service and flatbed trucks, recovery vehicles with boom and winch functions, skip loaders and hook lifts, municipal vehicles with outriggers, booms or grabs. The kit itself is specified on the truck-mounted crane wireless remote control page.
The kit is assembled per vehicle rather than pulled from a shelf, so the same nominal product ships as a two-actuator package or a six-actuator package at very different prices.
A kit that skips the fifth decision still works in the yard — which is why the first dropped link under load finds nobody who agreed what the crane should do.
Price tracks actuator count before anything else, then whether the transmitter is a proportional joystick or a paddle unit, harness length, and whether the receiver needs machine-specific logic. The bands below are indicative export prices per kit, ex-works Zhejiang, not fixed package prices.
| Kit configuration | Typical use | Indicative price (USD) |
|---|---|---|
| Single actuator, one section | Winch-only or boom-lift-only conversion | 180 – 420 |
| Dual actuator, two sections | Boom lift plus winch on a small knuckle boom | 280 – 620 |
| Four actuator, four sections | Full knuckle-boom control with rotator | 460 – 980 |
| Additional actuator, later | Extending an installed system | Quoted per unit |
For fleets, list every vehicle with its section count in one enquiry. Mixed fleets assembled as one project keep the same transmitter layout and receiver logic across vehicles, which matters more than unit price: an operator who moves between trucks should not have to relearn the joystick.
Vehicle-mounted equipment faces what a factory panel does not: rain, washdown, vibration, unpaved ground and a charging system that puts noise on the DC bus. Five specification points cover most of the risk.
| Parameter | Specification | Why it matters on a truck |
|---|---|---|
| Wireless range | Up to 500 m in open conditions | The operator may work from the far side of a long bed |
| Ingress protection | IP67 / IP68 on outdoor-mounted parts | Rain, washdown and dust at a chassis-mounted receiver |
| Supply voltage | 12 V or 24 V DC | Covers most light and medium commercial chassis |
| Control method | Proportional, infinitely variable at the joystick | Removes the valve steps that make precise placement hard |
| Emergency stop | Integrated on the transmitter | The operator is away from the lever bank and needs a stop to hand |
Treat range figures as open-air ratings. A steel-bodied truck or a reinforced building will reduce usable distance, and antenna position is what you still control at installation — keep it clear of the chassis rail and away from the alternator and radio equipment.
The conversion is a mechanical and electrical job. Working in this order keeps the vehicle movable at every stage.
An enquiry containing the following can be quoted firmly without a second round of questions. Anything missing usually comes back as a request for photographs, which adds a week.
Individual kits are quoted from one set and fleet conversions from five kits. Typical lead time is 15–25 working days for a single kit and 25–40 working days for a fleet order with per-vehicle actuator sets. Sets ship in export cartons with mounting hardware, harness and manual, and carry a twelve-month warranty against manufacturing defects covering actuators, harnesses and hardware.
Fixed plant follows the same planning logic through the remote control system for industrial cranes, and proportional options are listed in the joystick remote control range, including the multi-axis F24-60 joystick controller.
A truck-mounted crane conversion succeeds on paper before it succeeds on site. Count the sections, decide which stay manual, confirm handle geometry with photographs, measure the DC supply, and write down what each section should do when the link drops. Transmitter type, harness length and price follow from those five answers.
Send the crane model, section count, lever bank photographs and vehicle voltage through the contact page and IEHC will confirm the actuator set and return a firm price. If you are still assembling the specification, the crane remote control quote checklist covers the same ground for fixed cranes.
The actuators bolt onto the existing handles, so the valve block, hydraulic circuit and oil charge stay as they are. What must match is handle geometry and the space around the lever bank: the actuator needs a mounting face and clearance through full travel. Photographs with a tape measure plus the crane model normally confirm fit before assembly.
Two to four is the common range. Boom lift, boom extension and the winch or rotator usually go on remote control, while outriggers stay manual. The receiver is built for the number ordered, so settle the final count at order stage rather than adding sections afterwards.
Yes. The manual lever stays usable, which matters for fleets: a crane that cannot move without its transmitter is a vehicle that cannot be dispatched. The actuator should not obstruct the lever in normal service, and changeover should be possible without tools.
The receiver returns its outputs to a safe state when the link drops, the transmitter is switched off or the emergency stop is pressed. Because the safe state differs between a winch and a boom, the behaviour is agreed per section before the kit is built and tested on that vehicle before it returns to service.
No. The same system covers 12 V and 24 V DC supplies, which suits most light and medium commercial chassis. Feed the receiver from a dedicated circuit rather than one shared with the alternator or two-way radio, and measure voltage at the mounting position instead of assuming nominal.
