By: Ken Kelley
Electronically controlled antilock brakes (ABS) are about to stage a comeback
in big trucks and trailers. Federal safety regulators, who are requiring
installation of the systems, believe recently developed hardware to be sound.
Four potential producers, each with a connection in Europe, are confident
they have the right devices for what promises to be a multi-billion-dollar
market.
Potential ABS users fall into three groups: those who have tried antilocks
and like them; others who had service problems with the systems they tried;
and a majority who have been unwilling to buy the devices even at discounted
prices.
There are technical questions about how to link antilocks in tractors with
those in trailers. With an answer to this problem needed in less than two
years, researchers are rushing to find a solution.
Another fly in the ointment is the insurance industry's comment that antilocks
are not delivering the benefits expected of them. ABS suppliers blame much
of this problem on vehicle operators who have not taken the time to learn
how to use the devices properly.
Any discussion of ABS today has to start with a bit of history. It is well
known that vehicle skidding occurs when brakes lock up the wheels. Skilled
drivers worked around skidding perils by "pumping" the brakes-releasing
them just as they started to lock-up.
For years, "antiskid" braking-very fast brake pumping managed
with advanced electronic controls-was used to bring aircraft to a stop.
Antilock systems for trucks made their first splash on an automotive test
track in the late '60s.
Soon, federal regulators required the use of antilocks on air-braked trucks
and trailers. However, these early systems had a wide range of failures.
Sometimes brakes didn't work when applied. At other times, they went on
with no one touching the brake pedal. There also were times when use of
a two-way radio in the truck cab applied the brakes.
Lack of time for development and adequate testing got much of the blame.
It became apparent that the electronic controls being used at the time were
not up to their assignment and researchers didn't have a grip on their shortcomings.
A series of protests in Congress and a number of court cases, put antilock
brakes on the back burner for two decades. Lawmakers finally told safety
regulators not to bring antilocks back until they solved the problems and
the brakes were found to be sound. Today the National Highway Traffic Safety
Administration (NHTSA) believes they have cleared the hurdles.
A 1995 NHTSA decision requires antilock systems to be installed on all new
air-braked tractors by March 1, 1997, and on air-braked trailers and straight
trucks a year later. Trucks with hydraulic brakes must be in compliance
by March 1, 1999. The rule applies to all units over 10,000 lb gross vehicle
weight.
Companies poised for the ABS comeback are the Bendix air-brake business,
now a unit of AlliedSignal's turbocharging and truck brake systems operation,
which is cooperating with the Knorr brake factory in Germany; a recently
formed joint venture between Eaton and Bosch, which have brake interests
in Germany and America; Midland-Grau, part of the Echlin American-German
conglomerate whose components include the Berg and Wagner lines, which were
in the antilock business when the systems were required in 1975 ; and Rockwell
WABCO. This U.S.-German joint venture began in 1990; however, both companies
offered antilocks in 1975.
All producers have developed new-generation antilock systems that passed
NHTSA testing. Improvement in electronic components got credit for many
advances in systems "that deliver safe panic stops within traffic lanes."
Recent developments have put the finishing touches on the new generation
of antilocks.
A good number of recently introduced antilock systems have been economy
models with fewer controls or valves than the deluxe models shown earlier.
When announcing the effective dates of the antilock requirements, NHTSA
estimated a system for an air-braked tractor would cost just over $850,
while a system for an air-braked straight truck would cost a little less
than $700.
However, the industry does not know just how much money truck operators
will pay for antilock systems. They have been offered as standard equipment-possibly
at reduced introductory prices-for some time. Large groups of buyers have
shunned the antilock in favor of taking the price break of a "delete
option." Once they are required, there will be no delete options.
Sensitive to remarks about drivers and mechanics not being prepared to properly
operate and service new antilock systems, Midland-Grau has clearly been
on an all-out publishing program through the early months of this year.
Modal Power TK2 is the name of the firm's latest antilock system. It is
already backed-up with a thick, illustrated installation and service manual.
Since 1975, most antilock attention has been focused on air-brake systems.
Will hydraulic brake systems be neglected when antilocks are required in
1999?
"No way," said Leonard C. Buckman, president of Rockwell WABCO.
"WABCO has been deeply involved with hydraulic antilocks in Europe
even if those systems have not received great attention here."
Antilocks of all types received much attention in Europe as they sat on
the regulatory back burner here after the mid-70s. This explains why American
antilock suppliers have had European partners while the U.S. government
was deciding what to do about antilocks.
Kelley is a truck writer based in Dearborn, Mich. You may write him in
care of the editor.
