Further Investigation of Anti-lock Braking System (ABS ...

Further Investigation of Anti-lock Braking System (ABS) Issues Experienced in Log-Hauling Applications July 2016 - Technical Report No. 36

By: Séamus P.S. Parker R.P.F., P.Eng., Principal Researcher, Transport and Energy

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301010137: 4RT-TE-FRII-TranspSafety

Technical Report – T36

ABSTRACT Users of anti-lock braking systems (ABS) have experienced functionality and reliability issues with these systems. In 2013, FPInnovations initiated a study to investigate these issues in the log-hauling environment. In 2015, with assistance from the B.C. Ministry of Transportation and Infrastructure and the B.C. Forest Safety Council, an investigation of ABS faults was conducted with a number of log hauling fleets in B.C. This report summarizes the findings of this recent study and proposes the next steps.

ACKNOWLEDGEMENTS This project was financially supported by Natural Resources Canada (NRCan) under the Forest Research Institute Initiative (FRII) agreement between FPInnovations and NRCan. As well, project funding was supplemented with funding from the B.C. Ministry of Transportation and Infrastructure and the B.C. Forest Safety Council.

The author would also like to thank Lloyd Inwood of Inwood Trucking, Earl Purdon of Burke Purdon Enterprises, Greg Munden of Munden Trucking, Steve Vohar of Pineview Trucking, Dean Jardine of Elite Transport, and Marty Heimstra of Lo-Bar Log Transport for their assistance throughout the study.

REVIEWERS James Sinnett, Associate Program Leader, Transport and Energy

CONTACT Séamus Parker Principal Researcher Transport and Energy 604-222-5695 [email protected]

http://www.fpinnovations.ca/

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FPInnovations – Technical Report T36

Table of contents

Introduction ............................................................................................................................................ 4

objectives............................................................................................................................................... 5

Methodology .......................................................................................................................................... 5

Fault study ......................................................................................................................................... 5

Testing of modified ABS ..................................................................................................................... 5

Results and discussion .......................................................................................................................... 6

Fault study ......................................................................................................................................... 6

Testing of modified ABS ................................................................................................................... 11

Conclusions ......................................................................................................................................... 14

Recommendations and next steps ....................................................................................................... 16

References .......................................................................................................................................... 17

Appendix 1– ABS fault code data ........................................................................................................ 18

Appendix 2– ABS repair cost data ....................................................................................................... 38

List of figures

Figure 1. Number of faults incurred during study. ................................................................................... 6

Figure 2. Proportion of faults by type – tractors. ..................................................................................... 7

Figure 3. Proportion of faults by type – trailers. ...................................................................................... 8

Figure 4. Estimated annual ABS repair costs. ...................................................................................... 10

Figure 5. Estimated annual ABS repair time. ....................................................................................... 11

Figure 6. Speed sensor with set screw for locking into position. ........................................................... 12

Figure 7. Wiring damage on trailer sensor wiring. ................................................................................ 13

Figure 8. Wiring break at wheel end. .................................................................................................... 13

List of tables

Table 1. Summary of wheel speed sensor faults .................................................................................... 9

Table 2. Summary of ABS faults – test trailer ....................................................................................... 12


INTRODUCTION

Users of anti-lock braking systems (ABS) in log-hauling applications have been experiencing functionality and reliability issues with these systems for many years, particularly in British Columbia. In 2013, FPInnovations initiated a study to investigate these operational issues. This study found that the majority of users felt that ABS does not function satisfactorily in log-hauling applications and that the system malfunctions were the cause of serious safety concerns within the industry (Parker 2014).

In 2014, FPInnovations consulted with users and regulators across Canada and found that ABS functionality issues did exist in off-highway environments, but the concerns expressed by users were lower than shown in British Columbia (Parker 2015). None of the provincial regulators consulted outside of B.C. supported any ABS exemption, of any type. In their view, ABS non-compliance is not a major issue and they believe existing issues could be addressed through a systematic preventative maintenance program. Most regulators stated that ABS systems should be capable of operating properly in any environment and that users should engage with manufacturers to address ABS design, serviceability, and reliability concerns.

That year, FPInnovations installed a revised ABS on a new 4-axle trailer operated by Inwood Trucking of Quesnel, B.C., and initiated limited testing. The revised system had two separate ABS—one on each tandem group. For each tandem group, only one axle was equipped with a modulator valve and speed sensors. The remaining axle was equipped with a standard relay valve (no ABS). The drivers were very satisfied with the revised braking system, particularly the split system on each tandem group. However, intermittent faults continued to occur, particularly those related to the speed sensors and wiring. Therefore, the fleet owner felt that further testing was required.

The findings of the 2014 FPInnovations study suggest major differences in ABS functionality issues between British Columbia and the rest of Canada. In 2015, FPInnovations, the B.C. Forest Safety Council, and Commercial Vehicle Safety and Enforcement Branch of the B.C. Ministry of Transportation and Infrastructure decided to cooperate on a wider study to monitor several existing trucks and trailers with ABS to better understand the ABS faults occurring in log-hauling applications.


OBJECTIVES

The objectives of this study are as follows:

Obtain fault data on ABS for log-hauling applications, which will allow ABS manufacturers to address the issues experienced by log haulers.

Obtain current costs of maintaining ABS for log-hauling applications. Propose potential solutions to allow ABS to function successfully in the challenging off-highway

environment.

METHODOLOGY

Fault study Six log-hauling fleets participated in the study1, with most of the fleets located in the Central Interior region of British Columbia. Three of the participating fleets had an ABS exemption, i.e. - they were not required to maintain their ABS, since more than 55% of their haul was off-highway. The other three fleets did not have an ABS exemption and maintained their ABS. Prior to the start of the study; the non-exempt fleets inspected and refurbished their ABS to ensure the systems were fully functional at the start of the monitoring period, which was from May 2015 to February 2016.

For each fleet, whether exempt or non-exempt, fault codes were downloaded using scanning tools periodically throughout the study and recorded. These codes were summarized by location (tractor or trailer) and the following general categories:

wheel speed sensor electronic control unit (ECU) communication pressure modulation valve (PMV) other electrical

For the non-exempt fleets, the cost and time required for each repair were recorded and summarized by location (tractor or trailer). The annual cost and time required per unit were calculated due to the varying fleet sizes and monitoring periods.

Testing of modified ABS Testing and monitoring continued on the modified ABS installed on the trailer operated by Inwood Trucking (Parker 2015). Testing was initiated in September 2014 and continued concurrently with fault study until March 2016.

1 In this report each fleet is designated by a letter (A to F) for privacy reasons.


RESULTS AND DISCUSSION

Fault study Approximately three times as many faults were recorded by ABS-exempt fleets relative to the non-exempt fleets (Figure 1) during the course of the study. This was expected, since the exempt fleets did not maintain the ABS and allowed the faults to persist. As well, there were more trucks monitored in these fleets. The non-exempt fleets had a greater proportion of faults occurring on the trailer (80%), while the exempt fleets had a greater proportion of faults occurring on the tractor (69%).

The relatively low proportion of trailer faults on the exempt fleets was due primarily to the removal, deactivation, or absence2 of ABS on those fleets’ trailers; which prevented the ABS fault scanners from detecting ABS faults on the trailer ABS electronic control unit. It is likely that a greater proportion of faults would have been observed if ABS had been active on more of the exempt fleets’ trailers. Therefore, it is felt that the non-exempt fleet data most accurately represents the current operating state of ABS and shows that trailers are the source of most of the ABS issues for log-hauling applications. For more details on the faults recorded by the cooperating fleets, refer to Appendix I.

Figure 1. Number of faults incurred during study. 2 Older trailers built before 2000 were not required to have ABS installed.

193

88

16

63

0

50

100

150

200

250

Tractor Trailer

Nu

mb

er o

f fa

ult

s

Location

Exempt

Non-Exempt


The majority of faults recorded during the study were due to wheel speed sensors on both tractors (Figure 2) and trailers (Figure 3)—a finding confirming the results of previous surveys (Parker 2014, Parker 2015). Other less frequent faults occurred for the electronic control unit, as well as other electrical, communication, and pressure modulation valves. Of these less frequent faults, malfunctioning of the pressure modulation valves occurred the most frequently for non-exempt fleet trailers (7.9%). Addressing the deficiencies of the wheel speed sensors would make the greatest contribution to reducing the number of ABS faults experienced by log haulers and make these systems more functional for this application. Therefore, more investigation into alternative sensors and installation practices should be undertaken in conjunction with the ABS manufacturers.

Figure 2. Proportion of faults by type – tractors.

79.3

3.1

7.85.2

3.1

87.5

0.0

6.3

0.0

6.3

0

10

20

30

40

50

60

70

80

90

100

Wheel speed sensor ECU Communication Pressure modulationvalve

Other electrical

Pro

po

rtio

n o

f fa

ult

s (%

)

Fault Type

Exempt

Non-Exempt


Figure 3. Proportion of faults by type – trailers.

There were a wide variety of wheel speed sensor faults (Table 1), but the most frequent were either open or short circuits which indicated a break in the sensor wire or a malfunctioning sensor. Most wheel speed sensor faults were addressed by replacing the sensor, but in many cases the issue was addressed by resetting the sensor (pushing in against the tone wheel) or re-splicing wire breaks.3 One cooperator experienced only three wheel sensor faults during several months of monitoring, demonstrating that the system can perform acceptably under favourable conditions. In this particular circumstance, the cooperator believed that the low number of faults was due to a reduced level of operation in deep muddy conditions over the past season. As well, the trailers were relatively new (one to two years in service) with well-routed wiring to the axle ends, suggesting that acceptable ABS performance can be achieved through good installation and diligent maintenance.

3 ABS manufacturers recommend against re-splicing wires. Instead, they recommend replacing the sensor and wire assembly to ensure consistent electrical properties. However, Cooperator E found no issues with re-splicing.

98.9

0.0 0.0 1.1 0.0

81.0

4.8

0.0

7.94.8

0

10

20

30

40

50

60

70

80

90

100

Wheel speed sensor ECU Communication Pressure modulationvalve

Other electrical

Pro

po

rtio

n o

f fa

ult

s (%

)

Fault Type

Exempt

Non-Exempt


Table 1. Summary of wheel speed sensor faults

Fault description

Voltage below normal or shorted Current below normal or open circuit Current above normal or grounded circuit Abnormal update rate Abnormal frequency pulse width or period Data valid but below normal operating range Data erratic, intermittent, or incorrect Mechanical system not responding properly No speed Tone wheel defect Sensor gap too large Wheelslip failure Chattering

The annual ABS repair and maintenance costs and time are summarized in Figure 4 and Figure 5 for the non-exempt fleets. For more details on the source of these repair and maintenance costs, refer to Appendix II.

Cooperator D experienced extremely low repair and maintenance costs, with an annual unit cost of $127 and $92 for the tractors and trailers, respectively. The remaining two fleets experienced higher annual unit costs of approximately $350 and $2200 for tractors and trailers, respectively. The time required for the ABS repair and maintenance of these two fleets was similar for tractors at just over 4 hours per year. However, Cooperator E required considerably more time (18 h) to maintain each trailer, compared to Cooperator F. The cost and time required to repair and maintain the tractor ABS appeared reasonable, but the cost (and time for Cooperator E) for trailer ABS repair and maintenance was high. Cooperator E noted that the five tractors and trailers used in the study were relatively new and represented the lower level of the repair costs for his fleet. However, as mentioned previously, one cooperator experienced very low ABS repair and maintenance costs which shows that, given the right circumstances, ABS can be satisfactorily maintained for this application when the equipment is relatively new (i.e., less than two years of service).


Figure 4. Estimated annual ABS repair costs.

The fault study confirmed previous survey findings but also provided some conflicting data. The study confirmed that wheel speed sensors are the main source of ABS faults experienced by log haulers. As well, the maintenance costs of ABS were high for trailers in most cases but lower and more reasonable for tractors/trucks. However, the experience of one fleet showed that ABS maintenance costs were very low, possibly because of more favourable operating conditions and relatively new ABS. This suggests that ABS can operate well under certain conditions, such as with diligent maintenance and good installation.

Despite the positive experiences of some study participants, many other fleets and users consulted indicated that ABS faults were so extensive that the faults were only addressed just prior to the semi-annual inspection (when required for non-exempt fleets). These repairs were usually completed by external shops with typical expenses of $3000 per instance. In many cases, the repaired fault would resurface within days of the repair. One of the reasons for the high repair costs in these instances is the significant time required for locating the fault and the standard practice of replacing complete ABS wire harnesses. Many log-hauling fleets have had negative experiences with ABS in their operations due to reliability and maintenance issues, and have concluded that ABS is of little benefit and hence have not maintained ABS. Therefore, it is important that manufacturers address these issues so that ABS will function as intended with lower maintenance requirements.

127

362 353

92

2,277

2,194

0

500

1000

1500

2000

2500

D E F

An

nu

al c

ost

per

un

it (

$)

Cooperator

Tractor

Trailer


Figure 5. Estimated annual ABS repair time.

Testing of modified ABS The Inwood Trucking quad-axle full trailer continued operating on a predominantly pavement haul throughout 2015 and early 2016. The trailer’s revised system had two separate ABS—one on each tandem group. For each tandem group, only one axle was equipped with a modulator valve and speed sensors. The remaining axle was equipped with a standard relay valve (no ABS). The drivers continued to be satisfied with the improved braking performance of this revised braking system.

Overall, there were fewer ABS faults than in the initial trial but the rear tandem group experienced more (Table 2). Most of these faults were related to the speed sensors and wiring. The speed sensors had been installed with set screws to prevent the sensors from backing out too easily (Figure 6). On close examination, it was discovered that most of the rear system’s faults resulted from one sensor being positioned at the limit of its specified range (1 mm air gap). The sensor was locked into a closer position and the recurring sensor faults were eliminated. Therefore, it appears there is value in utilizing this improved sensor positional locking method, but there are likely other methods of sensor locking which could be more effective.

1.00

4.504.05

0.67

18.08

4.20

0

2

4

6

8

10

12

14

16

18

20

D E F

An

nu

al r

epai

r ti

me

per

un

it (

h)

Cooperator

Tractor

Trailer


Table 2. Summary of ABS faults – test trailer

ABS fault type Front system Rear system

Occurrences (no.)

Occurrences (no.)

Tone wheel defect 0 1 Chattering 0 6

Open circuit 0 2 Short to ground 1 0

No speed or erratic signal 0 4

Figure 6. Speed sensor with set screw for locking into position.

In addition to the noted speed sensor air gap, wiring damage was a major problem for this trailer and caused many faults. Unprotected sensor wire routing in front of the cam-shaft tube resulted in wire damage, particularly at the wheel end backing plate (Figure 7 and Figure 8). The fleet owner thinks these issues could be improved by better routing (behind cam-shaft tube), improved protection, securement, and more robust wiring. The maintenance staff also experienced difficulties with diagnosing the two separate ABS on the trailer and distinguishing where the faults (front or back) were located. Thus, further streamlining and integration of the two systems on the trailer is needed.

The fleet owner endorses the overall system concept (ABS on only one axle per group), and has purchased a second trailer using the same concept from another trailer manufacturer. However, on this new trailer, the fleet owner opted for a 2S2M ABS on each tandem group to allow for side-to-side control of the ABS axle.4 The fleet owner thinks that the additional modulator will improve ABS 4 The original trailer has a 2S1M system on each ABS axle (i.e., one modulator per axle).


performance and believes that all users and manufacturers should specify these systems, particularly for trailers remaining on the ground in the un-laden condition (i.e., semi-trailers and B-trains).5

Figure 7. Wiring damage on trailer sensor wiring.

Figure 8. Wiring break at wheel end.

5 The cooperator noted that in his region, there had been many accidents with un-laden trailers and believes that ABS could be a benefit to preventing these accidents as unloaded vehicles are more likely to lock up and lose lateral stability.


Overall, the revised trailer ABS has demonstrated improved performance relative to typical trailer anti-lock brake systems. The wheel speed issues noted during the first year of the trial have been mostly addressed by the sensor locking mechanism but wiring issues still remain. The wiring issues can be addressed through better routing, protection, and wire specification for the log-hauling application. The fleet owner believes that the true test of these systems will come after four years of in-service experience, including muddy logging conditions usually found in late winter or early summer. Typically, existing systems can perform adequately in the first two years of service; but after this time the wiring harnesses get worn, resulting in many intermittent faults that are difficult to diagnose. It is often more efficient to replace all ABS wiring harnesses when this happens than to try and locate the source of the issue.

Both the fault study and the monitoring of the revised ABS have demonstrated general improvements in ABS performance in the log hauling environment for new and well maintained systems under favourable operating conditions. However, further improvements in sensor design and installation, particularly for trailers, are needed to further improve ABS for the log-hauling application. ABS manufacturers should be engaged to review the findings of this study to assess appropriate measures for making ABS more durable and reliable in this demanding application. However, even if manufacturers are able to address the ABS deficiencies, it is unlikely that these deficiencies will be addressed immediately, particularly on older equipment. Therefore, short and medium term solutions will be required for ABS in log hauling applications. Potential options for regulating ABS in the short to medium term in log hauling include measure such as:

ABS not required for trailers ABS required on tractors regardless of exemption status Allow disengagement of ABS (“on/off switch”) when off-highway

CONCLUSIONS

The non-exempt fleets had a greater proportion of faults occurring on the trailer (80%), while the exempt fleets had a greater proportion of faults occurring on the tractor (69%). The relatively low proportion of trailer faults on the exempt fleets was due primarily to removal, deactivation, or the absence of ABS on those fleets’ trailers. It is likely that if ABS had been active on more of the exempt fleets’ trailers, a greater proportion of faults would have been observed. Therefore, the non-exempt fleet data most accurately represents the current operating state of ABS and shows that trailers are the source of most of the ABS issues for log-hauling applications.

The fault study showed that the main ABS issues were due to wheel speed sensors on both tractors and trailers—a finding confirming the results of previous surveys. A secondary but less frequent issue occurred for pressure modulation valves on trailers for non-exempt fleets.

There were a wide variety of wheel speed sensor faults but the most frequent were either open or short circuits, which indicate a break in the sensor wire or a malfunctioning sensor. Most wheel speed sensor faults were addressed by replacing the sensor, but in many cases the issue was addressed by resetting the sensor (pushing in against tone wheel) or re-splicing wire breaks.


One cooperator experienced only three wheel sensor faults during several months of monitoring, which demonstrates that the system can perform acceptably. This was likely due to the relatively good operating conditions and the relatively new trailers used by this cooperator (one to two years in service) with well-routed wiring to the axle ends. This suggests that acceptable ABS performance can be achieved through good installation and diligent maintenance.

The typical annual ABS repair and maintenance costs were estimated for two of the non-exempt fleets to be $350 and $2200 for tractors and trailers, respectively. The other non-exempt fleet experienced extremely low repair and maintenance costs with an annual unit cost of $127 and $92 for the tractors and trailers, respectively. One cooperator noted that the test units used in the study were relatively new and represented the lower level of the repair costs for that fleet.

The time required for the ABS repair and maintenance of the typical non-exempt fleets was similar for tractors at just over 4 hours per year. However, one fleet required considerably more time (18 h) to maintain each trailer compared to the other fleet. The time required to maintain tractors appears reasonable but the time required to maintain trailers is potentially too high. As mentioned previously, one cooperator experienced very low ABS repair and maintenance requirements; which shows that, given the right circumstances, ABS can be satisfactorily maintained for this application when the equipment is relatively new.

Despite the positive experiences of some study participants, many other fleets and users consulted in this study indicated that ABS faults were so extensive that the faults were only addressed just prior to the semi-annual inspection. Many log-hauling fleets have had negative experiences with ABS in their operations due to reliability and maintenance issues and have concluded that ABS is of little benefit and hence have not maintained ABS. Therefore, it is important that manufacturers address these issues so that ABS will function as intended with lower maintenance requirements.

Even if manufacturers are able to address the ABS deficiencies identified in this report it is unlikely that these deficiencies will be addressed immediately particularly on older equipment. Therefore short and medium term solutions will be required for ABS in log hauling applications. Potential options for regulating ABS in the short to medium term in log hauling environments include measure such as:

o ABS not required for trailers o ABS required on all tractors o Allow disengagement of ABS (“on/off switch”) when off-highway

The revised ABS installed on a new trailer operated by Inwood Trucking of Quesnel, B.C. continued to be monitored until March 2016. The revised system has two separate ABS—one on each tandem group. For each tandem group, only one axle is equipped with a modulator valve and speed sensors. The remaining axle is equipped with a standard relay valve (no ABS).

o The drivers continued to be satisfied with the revised braking system, particularly the improved stopping performance even in the event of an ABS failure.


o The number of ABS faults was reduced from the initial trial but the rear tandem group continued to experience a larger number. Most of these faults were related to the speed sensors and wiring.

o On close examination, it was discovered that most of the rear system’s faults resulted from one sensor being positioned at the limit of its specified range (1 mm air gap). The sensor was locked into a closer position and the recurring sensor faults were eliminated. Therefore, it appears there is value in utilizing this improved sensor positional locking method, but there are likely other methods of sensor locking which could be more effective.

o In addition to the speed sensor air gap issues, wire damage was also a major problem with this trailer and caused many faults. Unprotected sensor wire routing in front of the cam-shaft tube resulted in wire damage. The fleet owner feels this could be improved by better routing, improved protection and securement, and more robust wiring.

o The maintenance staff also experienced difficulties with diagnosing the two separate ABS systems on the trailer and distinguishing where the faults were located (front or back). Thus, further streamlining and integration of the two systems on the trailer is needed.

o The fleet owner endorses the overall system concept (ABS on only one axle per group). However he strongly recommends a 2S2M ABS rather than a 2S1M system on each tandem group to allow for side-to-side control of the ABS axle. The fleet owner feels that the additional modulator will improve ABS performance and believes that all users and manufacturers should specify these systems, particularly for trailers remaining on the ground in the un-laden condition (i.e., semi-trailers and B-trains).

RECOMMENDATIONS AND NEXT STEPS

FPInnovations will engage with ABS manufacturers to share the data and experience obtained from this study with the goal of improving the functionality of ABS in log-hauling applications. It is recommended that FPInnovations focus on the following next steps:

Investigate alternative sensors and locking mechanisms. Investigate and test alternative wiring and routing strategies for log-hauling trailers.

Continue to engage with log-hauling fleets in central and eastern Canada to obtain more feedback on ABS operational issues.

Cooperate with industry and regulators to develop short and medium term options regarding the regulation of ABS in log-hauling applications.


REFERENCES

Parker, S.P.S. (2014). Anti-lock braking systems (ABS) in logging applications – a review of current performance and issues (Internal Report IR-2014-03-24). Vancouver, B.C.: FPInnovations.

Parker, S.P.S. (2015). Improving the functionality of anti-lock braking systems (ABS) in off-highway environments (Technical Report 12). Vancouver, B.C.: FPInnovations.


APPENDIX 1– ABS FAULT CODE DATA

Cooperator A (Exempt)

Truck ID Date Axle Code

Message Code

Description

340 06/11/15 004 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right

Current Below Normal Or Open Circuit


Abnormal Frequency, Pulse Width, Or Period



338 06/11/15 001 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left



Abnormal Update Rate

362 06/11/15 004 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 2 Right Current

Below Normal Or Open Circuit

363 11/12/15 004 9 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Abnormal

Update Rate



355 11/12/15 006 4 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Right Voltage

Below Normal Or Shorted


Abnormal Rate Of Change

355 11/12/15 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal

Update Rate


Voltage Below Normal Or Shorted


Mechanical System Not Responding Properly


Update Rate

349 11/12/15 254 8 SID Brakes, On The Power Unit - Controller #1 Abnormal Frequency,

Pulse Width, Or Period




Current Above Normal Or Grounded Circuit








Message Code

Description



















333 23/01/16 151 0 PID Engine #1 - ATC Control Status Data Valid But Above Normal

Operational Range





333 23/01/16 231 5 SID Brakes, On The Power Unit - SAE J1939 Data Link Current Below

Normal Or Open Circuit








Update Rate


Update Rate


Update Rate


Update Rate




Message Code

Description




Update Rate






Update Rate


Update Rate








Above Normal Or Grounded Circuit
























Message Code

Description

353 23/01/16 003 1 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left Data

Valid But Below Normal Operational Range







351 23/01/2016 007 5 SID Brakes, On Trailer #2 - Pressure Modulation Valve, ABS Axle #1

Left Current Below Normal or Open Circuit



351 23/01/16 005 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Left Current































Message Code

Description












Update Rate
































Message Code

Description























359 15/02/16 004 2 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right Data

Erratic, Intermittent, Or Incorrect




















Message Code

Description

















353 15/02/16 055 10 SID Brakes, On The Power Unit - Brake Light Switch 1 Abnormal Rate

Of Change







341 15/02/16 0 0 No Fault Codes Recorded








Update Rate










Message Code

Description



















345 15/02/16 006 4 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Voltage

Below Normal Or Shorted




















Cooperator B (Exempt)


Message Code

Description


Special Instructions

348 11/12/15 005 14 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 3 Left Special

Instructions


Instructions











348 11/12/15 231 12 SID Brakes, On The Power Unit - SAE J1939 Data Link Bad Intelligent

Device Or Component




Instructions














Device Or Component

350 11/12/15 231 14 SID Brakes, On The Power Unit - SAE J1939 Data Link Special

Instructions






Message Code

Description



350 11/12/15 093 4 SID Brakes, On The Power Unit - Auxillary Valve Voltage Below

Normal Or Shorted



















351 11/12/15 055 2 SID Brakes, On The Power Unit - Brake Light Switch 1 Data Erratic,

Intermittent, Or Incorrect




















Message Code

Description





362 28/09/2015 009 5 SID Brakes, On The Power Unit - Pressure Modulation Valve, Axle 2

Left Current Below Normal Or Open Circuit





361 28/09/2015 003 4 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2

LeftVoltage Below Normal Or Shorted
















Instructions






Instructions










Message Code

Description




Instructions






Device Or Component






Instructions




Instructions




Cooperator C (Exempt)


Message Code

Description








Right Current Below Normal Or Open Circuit





210 08/01/15 251 3 SID Brakes, On The Power Unit - Power SupplyREQUIRE FAULT CODE

DESCRIPTOR





214 08/01/15 012 5 SID Brakes, On The Power Unit - Pressure Modulation Valve Current







Instructions









220 28/09/2015 093 4 SID Brakes, On The Power Unit - Auxillary Valve Voltage Below

Normal Or Shorted








Message Code

Description


Device Or Component









218 28/09/2015 012 5 SID Brakes, On The Power Unit - Pressure Modulation Valve Axle3

Right Current Below Normal Or Open Circuit

218 28/09/2015 011 5 SID Brakes, On The Power Unit - Pressure Modulation Valve Axle3 Left














209 12/02/16 231 2 SID Brakes, On The Power Unit - SAE J1939 Data Link Data Erratic,




209 12/02/16 251 5 SID Brakes, On The Power Unit - Power Supply Current Below Normal

Or Open Circuit




Instructions








Message Code

Description



223 12/02/16 231 2 SID Brakes, On The Power Unit - SAE J1939 Data Link Data Erratic,




218 12/02/16 012 5 SID Brakes, On The Power Unit - Pressure Modulation Valve Current



















Cooperator D (Non-Exempt)


Message Code

Description

104 08/01/15 250 002 SID Cab Climate Control - SAE J1708 (J1587) Datalink Data Erratic,




102 08/01/15 NO CODES







102 08/01/2016 0 0 No Faults

107 08/01/2016 0 0 No Faults

106 08/01/2016 0 0 No Faults

104 08/01/2016 0 0 No Faults



104 24/02/2016 wheel sensor on trailer


Cooperator E (Non-Exempt)


Message Code

Description

68 17/03/2015 Cooperator used own

scanner Sensor YE2 open circuit

69 30/03/2015 Sensor YE1 open circuit

69 30/03/2015 Sensor BU1 no speed

67 02/04/2015 Wheel end open or short

67 02/04/2015 DA left wheelend gap open or short

61 28/04/2015 AA Right WSS excessive air gap

165 07/05/2015 YE2 open or short

165 07/05/2015 YE1 open or short

68 11/05/2015 4s3m ECU not reading YE2

69 20/07/2015 WSS open circuit

69 04/08/2015 YE2 no speed

69 04/08/2015 BU2 no speed

69 04/08/2015 YE1 open circuit

69 04/08/2015 BU2 sensor gap too large



69 04/08/2015 BU2 erratic speed signal

69 04/08/2015 YE1 tone wheel defects

69 04/08/2015 Ye2 short to ground

69 04/08/2015 BU1 short to ground




Message Code

Description


scanner DA left WSS loss of signal

69 04/08/2015 J1939 Retarder error

69 04/08/2015 AA left WSS open or short

65 05/08/2015 YE2 lead trailer no speed


65 05/08/2015 YE2 tone wheel defect (14x)

65 05/08/2015 YE2 chattering

65 05/08/2015 YE2 wheelslip failure (31x)

65 05/08/2015 YE2 erratic speed (5x)

71 06/08/2015 YE2 no speed

71 06/08/2015 Ext Modulator short to ground

71 06/08/2015 YE1 gap too large


71 06/08/2015 YE2 tone wheel defect


71 06/08/2015 YE2 chattering (2x)

71 06/08/2015 YE1 chattering (4x)

71 06/08/2015 YE2 erratic signal

71 06/08/2015 YE2 sensor gap too large

71 22/09/2015 YE2 sensor no speed




Message Code

Description


scanner

LH rear sensor wire open circuit

61T 01/10/2015 Prop Valve replaced

69T 10/11/2015 YE1 Sensor gap adj

69T 05/12/2015 YE1 YE2 sensors replaced

69T 10/02/2016 replace 2 sensors diagnose YE2 open circuit BU2 no speed YE1 no

speed

61T 01/03/2016 adj sensors YE1 no speed

61 02/03/2016 Replace sensor DA right

68T 02/03/2016 replace sensor YE2 open circuit

165A 08/03/2016 replace sensor YE1 open circuit

165A 08/03/2016 replace sensor YE2 open circuit

165A 08/03/2016 Sensor chattering YE2 sensor gap

71T 10/03/2016 Sensor no speed YE2

61 11/03/2016 new sensor replace LH rear

165A 15/03/2016 ABS air valve replaced

165A 15/03/2016 Sensor gap adj YE2 no speed

61T 15/03/2016 new sensor replace YE1


Cooperator F (Non-Exempt)


Message Code

Description

902L 30/05/2015 Cooperator used own

scanner

Sensor failed R2

902L 30/05/2015 Sensor failed R3

902P 24/05/2015 R12 relay valve replaced

K011 06/05/2015 Sensor failed

K010 05/07/2015 Bad sensor connection wiring

K006T 15/07/2015 ECU valve failed

903L 21/07/2015 6 port ABS valve failed

K018T 27/10/2015 Broken wire in ABS harness

901 PUP 11/12/2015 L5 sensor faulty wiring

K011T 15/12/2015 R1 sensor broken wire

902PUP 21/12/2015 Broken wire in ABS harness

K004 03/01/2016 Broken wire in ABS harness

901PUP 04/01/2016 ABS valve leaking

K010T 06/01/2016 ECU valve failed

K010T 06/01/2016 Sensor failed L2

905 Lead 07/01/2016 Broken wire in ABS harness

K011T 01/02/2016 Sensor failed R4


APPENDIX 2– ABS REPAIR COST DATA

Cooperator D (Non-Exempt)

Truck ID

Date Repair Description Part Cost ($)

Labour Cost ($)

Total Cost ($)

Time (h)

P104 24/02/2016 Replace wheel sensor 32.99 105 137.99 1

P103 24/02/2016 Replace wheel sensor 32.99 105 137.99 1

P104 09/03/2016 Replace wheel sensor wiring 52.5 52.5 0.5



Truck ID


Labour Cost ($)

Total Cost ($)

Time (h)

68T 17/03/2015 Replace sensor YE2 56 240 296 4

69T 30/03/2015 Repair YE1 wire 150 150 2.5

69T 30/03/2015 Push in BU1 sensor 15 15 0.25

67 02/04/2015 Repair wiring and push in wheel sensor 90 90 1.5

67 02/04/2015 New sensor repair wiring 56 90 146 1.5

61 28/04/2015 Repair wire diagnose wheel gap 300 300 5

165A&B 07/05/2015 3 new sensors installed 168 240 408 4

68T 11/05/2015 Replace air valve and ECU 800 180 980 3

69T 20/07/2015 Replace wheel speed sensor 56 90 146 1.5

65T 05/08/2015 Remove wheels push in sensor 120 120 2

65T 05/08/2015 Change air/ABS valve 230 120 350 2

71T 06/08/2015 diagnose YE2 30 30 0.5

71T 22/09/2015 push in wheel speed sensor 120 120 2

61T 22/09/2015 Repair wheel sensor wire 60 60 1

61T 01/10/2015 Prop Valve replaced 660 240 900 4

69T 10/11/2015 Sensor gap adj 90 90 1.5

69T 05/12/2015 YE1 YE2 sensors replaced 250 360 610 6

69T 10/02/2016 replace 2 sensors diagnose 125 540 665 9

61T 01/03/2016 adj sensors 210 210 3.5

61 02/03/2016 Replace sensor 125 210 335 3.5



Truck ID


Labour Cost ($)

Total Cost ($)

Time (h)

68T 02/03/2016 fix plug on modulator valve 180 180 3

68T 02/03/2016 replace sensor 125 210 335 3.5

165A 08/03/2016 replace sensor 125 210 335 3.5

165A 08/03/2016 replace sensor 125 210 335 3.5

165A 08/03/2016 Sensor chattering diagnose 210 210 3.5

61 11/03/2016 new sensor replace 125 210 335 3.5

165A 15/03/2016 ABS air valve replaced 230 180 410 3

165A 15/03/2016 Sensor gap adj 210 210 3.5

61T 15/03/2016 new sensor replace 125 210 335 3.5


Cooperator F (Non-Exempt)

Truck ID


Labour Cost ($)

Total Cost ($)

Time (h)

902L 24/05/2015 R12 ABS Relay valve replaced 133.06 78.55 211.61 1.5

902P 30/05/2015 Replace 2 speed sensors 218.49 170.55 389.04 2.5

K011 06/05/2015 Bad sensor wire harness 55.67 170.55 226.22 2.5

K010 05/07/2015 Fix sensor wiring 0 273.3 273.3 4

K006T 15/07/2015 Replace ECU ABS valve 659.87 170.55 830.42 2.5

903L 21/07/2015 6 port ABS relay valve replaced 228.41 136.6 365.01 2

K018T 27/10/2015 Replace ABS wire harness 71.63 17.08 88.71 0.25

901PUP 11/12/2015 replace wheel sensor 48.71 51.23 99.94 0.75

K011T 15/12/2015 Replace wheel sensor 46.49 136.6 183.09 2

902PUP 21/12/2015 Replace ABS wire harness 71.63 17.08 88.71 0.25

K004 03/01/2016 Replace ABS wire harness 71.63 17.08 88.71 0.25

901PUP 04/01/2016 Replace leaking ABS Valve 499.8 136.6 636.4 2

K010T 06/01/2016 Replace ABS Plug assembly 354.51 170.75 525.26 2.5

K010T 06/01/2016 Replace wheel sensor 27.94 34.15 62.09 0.5

905Lead 07/01/2016 Replace ABS wire harness 75.82 17.08 92.9 0.25

K011T 01/02/2016 Replace wheel sensor 48.71 34.15 82.86 0.5


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Further Investigation of Anti-lock Braking System (ABS ...

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