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 fpinnovations.ca Non Restricted to Members and Partners of FPInnovations
42
Embed
Further Investigation of Anti-lock Braking System (ABS ...
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
Transcript
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
fpinnovations.ca
Non Restricted to Members and Partners of FPInnovations
Disclosure for Commercial Application: If you require assistance to implement these research findings, please contact FPInnovations at [email protected].
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]
Fault study ......................................................................................................................................... 5
Testing of modified ABS ..................................................................................................................... 5
Results and discussion .......................................................................................................................... 6
Fault study ......................................................................................................................................... 6
Testing of modified ABS ................................................................................................................... 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
FPInnovations – Technical Report T36 Page 4
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.
FPInnovations – Technical Report T36 Page 5
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.
FPInnovations – Technical Report T36 Page 6
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
FPInnovations – Technical Report T36 Page 7
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
FPInnovations – Technical Report T36 Page 8
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
FPInnovations – Technical Report T36 Page 9
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).
FPInnovations – Technical Report T36 Page 10
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
FPInnovations – Technical Report T36 Page 11
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
FPInnovations – Technical Report T36 Page 12
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).
FPInnovations – Technical Report T36 Page 13
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.
FPInnovations – Technical Report T36 Page 14
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.
FPInnovations – Technical Report T36 Page 15
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.
FPInnovations – Technical Report T36 Page 16
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.
FPInnovations – Technical Report T36 Page 17
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.
FPInnovations – Technical Report T36 Page 18
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
340 06/11/15 002 8 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Right
Abnormal Frequency, Pulse Width, Or Period
330 06/11/15 004 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Current Below Normal Or Open Circuit
338 06/11/15 001 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left
Current Below Normal Or Open Circuit
362 06/11/15 004 9 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
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 11/12/2015 006 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
355 11/12/15 006 4 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Right Voltage
Below Normal Or Shorted
355 11/12/15 003 10 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Abnormal Rate Of Change
355 11/12/15 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal
Update Rate
349 11/12/15 004 4 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Voltage Below Normal Or Shorted
349 11/12/15 004 7 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Mechanical System Not Responding Properly
349 11/12/15 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal
Update Rate
349 11/12/15 254 8 SID Brakes, On The Power Unit - Controller #1 Abnormal Frequency,
Pulse Width, Or Period
340 11/12/15 002 8 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Right
Abnormal Frequency, Pulse Width, Or Period
340 11/12/15 004 6 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Current Above Normal Or Grounded Circuit
338 11/12/15 003 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Current Below Normal Or Open Circuit
338 11/12/15 001 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left
Current Below Normal Or Open Circuit
FPInnovations – Technical Report T36 Page 19
Cooperator A (Exempt)
Truck ID Date Axle Code
Message Code
Description
338 11/12/15 002 6 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Right
Current Above Normal Or Grounded Circuit
338 11/12/15 002 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Right
Current Below Normal Or Open Circuit
338 11/12/15 003 7 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Mechanical System Not Responding Properly
338 11/12/15 254 8 SID Brakes, On The Power Unit - Controller #1 Abnormal Frequency,
Pulse Width, Or Period
338 11/12/15 003 10 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Abnormal Rate Of Change
333 11/12/15 003 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Current Below Normal Or Open Circuit
333 11/12/15 001 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left
Current Below Normal Or Open Circuit
333 11/12/15 254 8 SID Brakes, On The Power Unit - Controller #1 Abnormal Frequency,
Pulse Width, Or Period
333 11/12/15 003 4 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Voltage Below Normal Or Shorted
333 23/01/16 151 0 PID Engine #1 - ATC Control Status Data Valid But Above Normal
Operational Range
333 23/01/16 003 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Current Below Normal Or Open Circuit
333 23/01/16 003 4 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Voltage Below Normal Or Shorted
333 23/01/16 231 5 SID Brakes, On The Power Unit - SAE J1939 Data Link Current Below
Normal Or Open Circuit
333 23/01/16 001 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left
Current Below Normal Or Open Circuit
333 23/01/16 001 4 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 1 Left
Voltage Below Normal Or Shorted
333 21/01/16 004 5 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Current Below Normal Or Open Circuit
333 23/01/16 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal
Update Rate
366 23/01/16 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal
Update Rate
365 01/21/16 006 9 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Abnormal
Update Rate
365 23/01/16 004 9 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Abnormal
Update Rate
FPInnovations – Technical Report T36 Page 20
Cooperator A (Exempt)
Truck ID Date Axle Code
Message Code
Description
364 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
364 23/01/16 006 9 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Right Abnormal
Update Rate
364 23/01/16 004 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
364 23/01/16 004 10 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Right
Abnormal Rate Of Change
363 23/01/16 004 9 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Abnormal
Update Rate
362 23/01/16 231 9 SID Brakes, On The Power Unit - SAE J1939 Data Link Abnormal
Update Rate
361 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
361 23/01/16 006 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
361 23/01/16 004 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
359 23/01/16 006 6 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Above Normal Or Grounded Circuit
359 23/01/16 004 6 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Above Normal Or Grounded Circuit
359 23/01/16 003 10 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Abnormal Rate Of Change
358 23/01/16 006 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
358 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
358 23/01/16 004 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
358 23/01/16 006 5 SID Brakes, On Trailer #2 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
355 23/01/16 006 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
355 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
354 23/01/16 006 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
354 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current
Below Normal Or Open Circuit
FPInnovations – Technical Report T36 Page 21
Cooperator A (Exempt)
Truck ID Date Axle Code
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
353 23/01/16 003 10 SID Brakes, On The Power Unit - Wheel Sensor ABS, Axle 2 Left
Abnormal Rate Of Change
351 23/01/16 006 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 3 Right Current
Below Normal Or Open Circuit
351 23/01/16 004 5 SID Brakes, On Trailer #1 - Wheel Sensor ABS, Axle 2 Right Current