In the aftermath of the Global Financial Crisis, transport companies are demanding equipment that can provide increased fuel efficiency, which can make all the difference when dealing with tight margins. But the new generation of fuel efficient, lightweight equipment may need electronic support to run safely.
To improve freight efficiency, the trailer manufacturing industry is designing ever-lighter vehicles to carry more cargo and use less fuel. Yet these new, lighter vehicles can cause a new set of problems, because the weight variation between empty and loaded combinations is growing. “The need for electronic support regarding road stability and braking becomes a very important part of overall road safety,” says Dr. Airbrake’s Jeff Lowe.
“Take a standard skeletal trailer weighing only five to six tonnes unloaded. Fully freighted, it can weigh up to 40 tonnes. Can a standard brake system still cope with such a difference? No. Either the combination can’t stop fully loaded or it will lock up unloaded. You can’t change the laws of physics.”
Modern technology, though, can step in and help control the vehicle earlier than any human driver can. But there is a second problem.
“As the vehicle manufacturers strive to make the cab become a more comfortable working environment that is quieter and has less vibration, power steering, semi or fully automatic gearboxes, the driver is losing direct control,” says Jeff. “The sheer size and insulation from the outside world makes it impossible to sense what’s happening in real time. So in addition to intelligent brakes we need something to monitor roll and yaw, because by the time the driver will realise something is wrong it’s normally too late – and the trailer has passed the point of no return.”
According to Jeff, modern EBS systems can solve these two basic problems. “And they can provide additional features as well. When the trailer is fully loaded, it delivers maximum air pressure to the boosters, but when unloaded it backs the pressure off dramatically, reducing the risk off lock up,” Jeff explains.
“And if that’s not enough in wet conditions, the built-in ABS will arrest the combination in the shortest available distance by pulsing the brakes; allowing the wheel to rotate a fresh piece of tyre onto the road surface before reapplying. Equally when the trailer rolls or yaws beyond a pre-programmed angle the brakes are selectively applied to both slow the combination down and regain stability before the driver even realises something is wrong.”
New technology can work hand in hand with the need for increased freight efficiencies, but there is a downside. “As you are relying on an electronic system, you have to know it’s working correctly. Generally, the systems are very reliable, but if a warning light or in-cab display comes on, the workshop needs to investigate what’s gone wrong. Ignoring the warning will endanger driver, vehicle, load and innocent people on the road. Therefore, you have to choose an EBS partner you can rely on. What’s the point of paying for all this innovation if you don’t use it to the full?”
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