ISSUE No. 23
Autumn/ Winter 2011
Magazine
Innovative Vehicle Solutions
T h e C u s t o m e r M a g a z i n e o f  HA L D E X EURO P E
A changing industry European Trailer Market
Safety Winter tires for trailers
A World first TEM Safe Parking
Erikssons Ă…keri Refrigerated transport in sweden
Danger Averted
New
Haldex TPMS
A new standard in tire pressure monitoring
www.haldex.com
Editorial
A harsh wind Another haldex highlight at solutrans: the brand new haldex TPms temperature and tire pressure monitoring system designed as a sophisticated and practical solution for greater road safety and a tool for end users to lower costs effectively. Test the haldex TPms roi calculator on the haldex webpage. you will be astonished how quickly the haldex TPms pays for itself.
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F iT WAsn’T so sErioUs, one could perhaps call it a bad joke. on the one hand, financial markets are keeping politics on the run. on the other, banks are demanding help again. The interconnectedness of national economies and a raging torrent of data: who would have thought this would make the world so wobbly?
safe driving depends, especially in winter, not only on correct tire pressure, ABs and EBs but also on correct tire tread. A new phenomenon for trailers, in this respect, is winter tires whose advantages and disadvantages are discussed in another article in this issue of Haldex Magazine.
A completely different wind is blowing through the trailer industry than before. Long-term planning is more difficult than ever, and the market is increasingly international. This issue of Haldex Magazine illustrates in detail the structural change that is taking place in the trailer sector.
naturally brakes play a central role in safety. modulT, a new disc brake from haldex and the lightest freely adaptable unit in its class, had to pass the acid test at Erikssons Åkeri, a swedish transport company. more about that, and how this smart family business splendidly connects the national and the international, can be found in this issue of Haldex Magazine.
A global component is definitely emerging. The large chinese oEm cimc is striving to become a major player also in Europe. it will start producing standard trailers in a new German plant as early as 2012. in response, Europeans are extending feelers to foreign parts. in the case of schmitz, they reach as far as china.
We hope you enjoy this issue.
The world, once again, is coming together. Universal concepts have gained significance: the new Trailer Emergency module (TEm) from haldex, which is suitable for both Europe and emergent countries, fits perfectly into this framework. TEm has the same functions as the proven Trailer control module+, but is characterised by a simpler structure. haldex is presenting it as a world first at the solutrans transport trade fair, which is now a European institution.
Franck Bordes EUroPEAn sALEs DirEcTor TrAiLErs & AXLEs oE
contents
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currenT inTeresT nEWs AnD DATEs DirEcTions AnD TrEnDs
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Haulier eriKsson in rhyThm WiTh ThE FErry
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WinTer Trailer Tires A QUEsTion oF TrEAD
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Trailer oeM inTErnATionALisATion is ProcEEDinG
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TeM safe parKing simPLiFiED DEsiGn, FULL FUncTionALiTy
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HalDeX TpMs BAcKGroUnD AnD FUTUrE ProsPEcTs
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TrucK racing sUPEr WomAn sTEFFi hALm
editoriAl informAtion haldex magazine nr. 23, Autumn/Winter 2011 publisher: haldex europe s.A.s., 30 rue du ried, Weyersheim, 67728 hoerdt cedex, france, info.eur@haldex.com, www.haldex.com responsible for the publisher: diana spieler editoriAl services: pressebüro michael kern, Gassenäckerstr. 5, 70736 fellbach, Germany lAyout: frank majer printer: kehler druck Gmbh & co. kG, Weststr. 26, 77694 kehl, deutschland photos: Archiv haldex, bartscher, daimler, kern, krone, scania, schmitz, tschovikov, volvo copyriGht: no part of the publication may be reproduced without the ptior written permission of the publisher. free subscription/Address chAnGe: info.eur@haldex.com or the postal address of the publisher. print: 10.000 copies. lAnGuAGes: english, German and french.
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Current interest
Trade fairs
Solutrans 2011 Approximately 750 exhibitors are listed and organisers expect over 30,000 visitors. Solutrans, one of Europe’s largest commercial vehicle trade fairs, will
take place November 29 – December 3 in Lyon. The focus of Solutrans is technical innovation and new solutions in road haulage and urban transport.
The motto for the Haldex booth (7 S 109) is ‘Creating Value’ – providing added value for the customer. Haldex will present the TEM trailer module as a world first: this new system offers the same functions as the proven Trailer Control Module+ (TrCM+) including the Safe Parking feature, and is based on the same major components but has a simpler structure. Additional highlights of the Haldex booth: the new TPMS tire pressure monitoring
system for trailers and the ModulT, the lightest freely adaptable disc brake. Haldex is also appearing in Lyon as a Platinum Sponsor of the World Truck and Bus Forum. The list of speakers includes Renault Trucks, Roland Berger Strategy Consultants and representatives from Shell or the World Economic Forum. Lectures will focus on the topic ‘Transport of people and of merchandise in an urban environment in the future’.
European toll
Eurovignette The EU has agreed to a framework for the so-called Eurovignette, which will enable member states to collect additional duty for traffic-related environmental impacts in addition to current commercial vehicle toll regulations. The toll will be based on exhaust class, distance travelled and place and time of journey. Euro 6 is exempt until the end of 2017 while Euro 5 is spared until the end of 2013. greenhouse gases
CO2 compensation
Haldex AB
Logo facelift Autonomy for the Haldex Commercial Vehicle Systems division in June 2011 resulted in not only a new dynamism but also a facelift for the logo of Haldex. Members of the Haldex Select Distributor and Service network are hereby requested to use the new logo on letters, advertisements, at trade fairs and on the website. The new Haldex logo can be downloaded from the Haldex website (www.haldex.com) under ‘Partners’ in the ‘Select Service’ section.
China
OEM Kinglong chooses ABS from Haldex Two of China’s leading bus manufacturers have chosen Haldex ABS. The OEM Suzhou Kinglong and the Golden Dragon company have selected the TK+ ABS system, which Haldex has designed as a cost-effective and expandable platform, as standard equipment. ‘Con-
Brazil
New manufacturing plant Haldex AB is consolidating its forces in Brazil with a new manufacturing plant in São José dos Campos. The new plant consolidates operations formerly located in São Paulo, Flores da Cunha and Rio de Janeiro. Haldex foresees strong growth in its markets in South America. The project is planned to be finalized by February 2012.
tracts like these are central to our growth strategy’, said Haldex CEO Jay Longbottom, commenting on this success in China. He added, ’The introduction of increasingly high quality technology will additionally accelerate Haldex’s expansion in China’. Haldex has a manufacturing plant in Suzhou and a diversified sales organisation. It is headquartered in Shanghai.
One million trees: Haldex Europe is supporting the CO2 compensation project of French Groupe Schroll, which specialises in the disposal and recycling of industrial and consumer waste and actively protects the environment. For example, the disposal company not only contributes financially to reforestation projects but also offers its customers an opportunity to do the same through a surcharge on every transport invoice.
North america
U.S. upswing The U.S. trucking boom continues unabated. While new registrations in classes 4 to 8 in June and July were about 35 percent higher than figures for the previous year, the number for August 2011 was 54 percent higher than that of the previous year. The driving force is heavy class 8, which increased 64 percent from the previous year.
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Economics
GAmes
Without Frontiers The trailer market has its very own laws and to date has been mainly national in character. Internationalisation, however, is proceeding.
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he economic crisis slammed trailer manufacturers, in particular, with unheard of force. The market dropped by 70 percent in 2009 and some large manufacturers suffered even heavier losses. But today, the signs are much better: the Western European market may reach 150,000 units and perhaps even 170,000 units by the end of 2011. Further development of these figures, however, remains uncertain. Whilst
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numbers this summer were still in the black, some indicators were signalling a slowdown in demand in certain countries. The trailer sector is still a long way from the boom year of 2007 when almost 260,000 units were sold in Western Europe. A look at production figures shows the same pattern in almost all European countries: the larger the manufacturer, the better
it emerged from the crisis. However, closer examination shows that only the European market leaders Schmitz and Krone achieved disproportionately high growth of 200 percent or more in 2010. They benefit from their geographical location in two ways. First, their home country of Germany is still the growth locomotive of Europe. Second, Germany is closer to new markets in the East where the transport industry is experiencing a sharp upswing. For example, the growth rate of heavy truck registrations in new EU countries is almost three times greater than that of the 15 core states of the EU. The fact that other large industrial nations in the EU such as France and Italy are still within range comes at a good time for the two European market leaders. Internationalisation within the industry, however, has increased as transborder operators demand ubiquitous service. An international produc-
Economics
tion network, which is typical for trucks, is still the exception in the trailer industry. But Schmitz has pursued it with two assembly plants, one in Zaragossa, Spain and one in Panevezys, Lithuania. Kögel can rely on Czech operations in Chocen and has announced the opening of an assembly plant in Spain. Fruehauf from France has reactivated its branch in Poland, which assembles kits, and is currently moving further eastward: an assembly plant is scheduled to start operating in the Moscow area in 2012 in cooperation with a Russian partner. Krone had already laid the foundation for a plant near Izmir in Turkey in 2007 together with the Turkish Dogus Group, but the economic crisis stopped the project. This German-Turkish cooperation, however, is now getting down to business and production is set to begin as early as 2012. What makes this project special is that unlike the Schmitz satellites, Krone’s Turkish plant will produce independently of company headquarters, i.e. it will procure components locally. Krone intends that its Turkish operation deliver more to the Middle East, including the so-called Turk states and as far north as Kazakhstan, than to Europe. The direct route from Turkey to Europe has been taken not only by the large Turkish manufacturer Tirsan, but also by some of its smaller associates. But Tirsan is the only Turkish manufacturer to pursue a two brand strategy: supply traditional eastern markets under the ‘Tirsan’ brand and western markets under the ‘Kässbohrer’ brand. Tirsan had manufactured vehicles in Goch, Ger-
Transport across borders requires Widespread availability of service.
Transport costs impose clear limits on trailer export.
many until 2009, but the plant was closed and production relocated to Turkey during the crisis. In the meantime, the Far East is also making inroads into Europe. The Chinese giant CIMC (more than 100,000 trailers in 2011 and the world market leader in container construction) procured a large share of Dutch manufacturer Burg & LAG as far back as 2007. CIMC is also knocking on Germany’s door: after an unsuccessful bid for Kögel, the company recently decided to establish its own plant in the country. Trailer production at CIMC-owned Burg Silvergreen is set to begin in 2012 in Günzburg in southern Germany,
An important difference There is a significant difference between the truck and trailer segments, although they currently have almost equal growth rates: whilst the truck industry operates internationally and increasingly globally, it is much harder for trailer manufacturers to follow suit. This is because trailers are bulkier than trucks and also worth much less. Transport costs cannot be excessive if standard products are to be sold profitably. As a result, the trailer industry in Europe can be internationalised but within limits. Or to put it another way, the less valuable the product, the smaller its sales radius.
very close to the Kögel works in Burtenbach. There is no shortage of well-trained, skilled workers in the region following the double bankruptcy of Kögel. The newly designed range of standard trailers that Burg Silvergreen plans to manufacture in Günzburg will be based on this expertise. Mostly standardised parts, such as end stanchions, which are cheaper to manufacture in China and whose transport is not particularly critical, will probably come from CIMC’s Chinese factories. The China-Germany connection is not a one-way street: last April, Schmitz signed a letter of intent with Chinese truck manufacturer Dongfeng aimed at the joint manufacture and sale of trailers, utilising European know-how, in the Middle Kingdom.
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Transport
Meals On wheels The Eriksson brothers specialise in refrigerated transport. Accuracy and pragmatism are equally important to them.
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Transport
Gunnar Eriksson:
‘Direct line to shippers’.
Arne Eriksson:
‘We have grown with our customers’.
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he ferry sets the pace. It docks in Trelleborg in southern Sweden in the afternoon and a good hour later the Eriksson yard in Tomelilla, about 70 kilometres from the port, comes to life. Five-axle articulated trucks fill the cold store in no time at all. ‘Fresh and frozen are our specialities’, says Arne Eriksson, who runs the company with his brother Gunnar who, as does he, physically unloads goods in the afternoon. Typically Scandinavian 25.25metre combinations that will further transport the goods stand waiting in the yard.
They will deliver the freight to wholesalers or directly to supermarkets. Good organisation and a motivated crew are the be-all and end-all because delays are not permissible in this business. And the Erikssons’ business is doing well. So well, in fact, they are now about two times larger – with 50 trucks and 58 trailers – than originally planned: ‘We started off small with five trucks’, says Gunnar Eriksson, recalling the beginning. He elaborates: ‘With 25 articulated vehicles, we would have been large enough to survive well in this market’.
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Transport
Erikssons Åkeri procures tractor units exclusively from Volvo.
David and Goliath It looked like the end: when the Eriksson transport company, founded by their father in 1957, was sold upon his death in 1987 to the large company Bilspedition (subsequently DB Schenker), Arne and Gunnar Eriksson initially worked there as employees (as a driver and in the office, respectively). However, a large Eriksson customer from the old days refused to give up and persuaded the brothers over the course of a few years to go it alone once again. In 1993, they were ready. With a contract in their pocket, the Erikssons set off in search of suitable trucks and got started. They were able to win back many of their former customers and even took a few former drivers with them.
What comes from the south is palletised, picked and repacked for the north.
Very special equipment is necessary for meat transport.
Customer demand, however, has led to a doubling of the fleet. ‘You have to go with the customer’, says Arne Eriksson, commenting on this unexpected success. Erikssons Åkeri, the company’s official name, is one of the top ten refrigerated transport specialists in Sweden. In numbers, this means approximately 5,500 crossings between Trelleborg and the northern coast of Central Europe. Erikssons Åkeri delivers to almost every German city of size and operates in Benelux. In Denmark, the company picks up loads that are distrib-
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uted throughout Scandinavia. The business is based on direct relationships and the brothers contract directly with shippers. ‘We don’t think much of shipping agents’, say Gunnar Eriksson. ‘We prefer to conduct the business ourselves’. The Erikssons are just as pragmatic and direct in their dealings with their own suppliers: all the semi-trailers are from Krone because of a nearby Krone base with which the brothers have established a trustful relationship. The same applies to the tractor units, which were all procured from a local Volvo dealer.
Knowing only too well that good materials are the key to reliability in the food transport business, the Erikssons play it safe when it comes to the vehicle fleet. For example, they usually replace trucks after only three years, and they also keep semi-trailers for relatively short periods. Recently they ordered 26 new trailers with two specifications: ‘SAF axles and the new Haldex ModulT brake are new standards in our fleet’, says Arne Eriksson. ‘In our experience, they are the best’. His conclusion regarding the new ModulT brake from Haldex, with which the Eriksson fleet is already familiar based on a customer trial: ‘As opposed to other systems, we
Transport
Five-axle refrigerated articulated trucks fetch freight from Europe’s middle latitudes.
The cold store fills up and empties in rhythm with the ferries.
have experienced completely even brake pad wear for the first time here’.The field test, in which two three-axle trailers and one twoaxle dolly are integrated, started in late 2009 and early 2010. The vehicles have racked up about 200,000 kilometres since then.
tions in accordance with the company’s own standards without having to wait a long time for a specialist.
The system completely fulfilled technicians’ expectations. ‘There were no unpleasant surprises’, says Product Manager Mikael Johansson. He elaborates: ‘Particular attention was paid to brake pad wear, the mechanism and encapsulation to protect against water and dirt’. One of the results of the test, the purpose of which, among other things, was to verify corresponding laboratory tests: ‘It supports our view that ModulT stands for extremely even wear of brake pads’. In addition to ModulT and SAF axles, the Erikssons also ordered Haldex EB+ for their new trailers because after appropriate training, the workshop can do recalibra-
Driving is not only the metier of the company, but also the secret passion of the bosses. Gunnar and Arne Eriksson are only too eager to get behind the wheel and drive to Germany themselves if there is a lack of manpower. But this doesn’t happen often because they have an armada of exactly 90 drivers for their 50 tractor units.Erikssons Åkeri’s drivers are a mix of Swedes and Latvians. Drivers are rare in Sweden, so it was a stroke of good luck when a temporary worker from Latvia showed up: first, he proved his worth; and second, he liked the company. Word of mouth in Latvia was all it took to lure more guest workers. ‘They get the same wages as Swedish drivers, but follow a completely different work schedule’, says Arne Eriksson. ‘They work the maximum permissible time for six weeks then get six weeks off’.
Eight-axle combinations distribute goods in the far north.
The tempo for Swedish drivers is ‘four days of work, then three days off’. For Erikssons Åkeri, this means large flexibility in scheduling, which is based, by and large, on the principle of ‘three drivers for two trucks’. In this way, each truck is driven approximately 150,000 kilometres on average. In the case of relay traffic, which the Erikssons maintain on certain routes in Sweden, this mileage can increase to 200,000 kilometres per year. Such achievement doesn’t come free, especially due to harsh Swedish winters. The Erikssons not only take an active part in reloading, but also slave away with the company’s shovel dozer to clear the 2.5 hectare site of snow. At any rate, even the worst weather does not usually upset the Erikssons’ rhythm, which is determined by the ferries in winter, too: ‘Last year, when the railways in Sweden shut down because of too much snow and ice’, says Arne Eriksson proudly, ‘our trucks were only one hour late in reaching their destinations in Sweden’.
ModulT in Detail The new Haldex ModulT disc brake offers a previously unattained cost-benefit ratio. With a dead weight of just 31 kilogrammes, it is the lightest non-axle-bound, freely adaptable trailer disc brake on the market. ModulT is suitable for brake torques up to a good 20 kNm and is designed for 22.5-inch tires and brake discs that are 430 millimetres in diameter. The official designation is ModulT DBT22LT. The following two factors have been especially sig-
nificant in reducing brake weight. First, all parts of the brake were closely studied using finiteelement analysis, and the results were used to redesign the layout to optimise weight and strength. Second, the brake is now applied by a special singletappet rather than the usual Haldex twin-tappet mechanism. In addition, the use of two stainless sliding pins, instead of four as found on ModulX variants, enhances the weight advantage. In addition, the new trail-
er brake ModulT DBT22LT has significant service and maintenance benefits: the entire assembly has just two bolts. These M16 bolts are part of the two slide pins. Special tools, therefore, are not required and the pads can, in fact, be replaced quickly without any tools: all that is needed is a little pressure to release the calliper’s retaining spring. Pads can then be removed. When new pads are inserted, the spring clip closes and the job is done, quickly and easily.
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Trailer modules
A clear case Full functionality, including parking brake, yet very simplified design: this is the new Trailer Emergency Module (TEM) from Haldex.
A
more streamlined structure than the Trailer Control Module+, but fits the same space with comprehensive functionality. This is the new Haldex Trailer Emergency Module (TEM), a universally adaptable solution for the trailer. ‘The device’s engineering is as simple as possible’, says Georg Sulzyc, Technical Director at Haldex, explaining the cost-saving fundamentals that underlie the TEM. The big
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In addition, TEM includes the Safe Parking function: as soon as the driver uncouples, the disconnection in the supply line (red coupling head) engages the parking brake. This ensures that after the tractor and trailer units are separated, the trailer is firmly secured and the parking brake will not release if, in subsequent coupling, the red coupling head is attached first. If that happens, the parking brake will not release until the driver manually releases it by pressing the red operating button. The popular and proven Safe Parking safety feature of TrCM+ is, therefore, fully retained in the TEM. If the tractor’s parking brake is applied, the trailer will not move if
difference from the TrCM+ (Trailer Control Module+) is that TEM entails a different approach to emergency braking. The service brake module is not necessary, and this is how the lean design of TEM fits in with a nice side effect: a direct connection between the yellow coupling head and the EB+ system (and therefore the brake line) has reduced braking response time by about ten percent.
Georg Sulzyc Technical director
‘Simplified system, proven components’.
Trailer modules TEM is also available with the ‘deadman’ function.
Designed for universal application, TEM is also suitable for use in emerging countries.
the driver connects the red coupling head first instead of the yellow one. To manoeuvre the trailer if the air hoses are not connected, the release valve on the TEM must be activated (press the black button) and air supplied to the parking brake by pushing the red operating button. The new Trailer Emergency Module is also available in simplified form with just one button. In the single-button version, the black button is absent and the whole system operates in ‘deadman’ mode, which ensures that trailer brakes release only as long as this button is pushed. ‘Deadman’ operation is appropriate when, for example, trailers are rarely separated from the tractor vehicle or are so valuable that a strict approach to avoiding risk is advisable. This shows how TEM starts as a small family of products, with two basic variants, which can be expanded. TEM can, for example, be ordered with or without a pressure protection valve. Similarly, rear connections may be equipped with or without fittings. All of this in proven robust cast aluminium housing with couplings compatible for TrCM+. And although much simplified
Positive resonance Less is more: end user and OEM response to the technically simplified Trailer Emergency Module (TEM), which premiers in November 2011 at Solutrans in Lyon, has been positive. Series production of TEM will begin in 2012. TEM is not intended as a replacement for the well-known Trailer Control Module+, but as a streamlined, low-cost alternative. Those who value emergency braking with the service brake instead of the parking brake can retain this preference with TrCM+. Haldex is the only manufacturer to offer both these solutions.
The special ‘safe parking’ safety feature has been retained.
technically, the system is still true to tried and tested components from Haldex. Georg Sulzyc summarises: ‘What’s so impressive about TEM is that we were able to use components like these that are tried and known to be reliable and that only needed new configuration, so to speak’. TEM also complies with new ECE R 13, Annex 8 regulations that have been in force since January 2011. This means, in practice, that air reservoirs different from previous ones are not necessary so the system fits seamlessly into existing series. From the beginning, the system impressed well-known manufacturers of high quality trailers such as Lamberet, and Magyar, and they will be using TEM as soon as possible. The system’s simplified structure enables use in an especially wide range of cases, making it suitable not only for Europe but also for emerging countries.
TEM is available in a number of variants – for example, with or without fittings.
More info on the Haldex YouTube channel at www.haldex.com
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Safety
Banking Only a few trailer tires are made for winter. But when braking on snow, tire tread can make a vital difference.
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Safety
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hree things are required for good braking performance especially under harsh winter conditions: ABS, EBS and correct tires. After all, tires are the interface between vehicle and road. The tire industry agrees that standard tires are adequate for winter, provided Jack Frost is not being too slippery. But for snowy winters, such as the preceding one, cold highland regions or Scandinavian climates, tire manufacturers also agree that tires with specialised treads are needed. Top priority is the drive axle, which determines if the vehicle gets stuck or makes progress. ‘With winter tires on the drive axle, the chance of progress is 30 percent better than with standard tires’, says Bernd Korte, Development Manager for truck tires at Continental. For directional control and added safety whilst braking on snow and ice, steering axle tires are important. They guide the vehicle around bends in the road, and during braking, are subject to strong thrust from the rear. In terms of winter preparedness, trailer tires were largely ignored until recently. Whilst winter tires for steered and drive axles have received some attention, the Super Single with winter tread for trailers has only recently appeared. The Finnish manufacturer Nokian was the first to offer it, followed by the German manufacturer Continental.
Winter tires on the trailer significantly reduce braking distance.
There is a case to be made for more grip on trailer soles. Since trailer axles are behind the centre of gravity of the road train, the following applies to braking distance: the better the grip of trailer tire treads and the later ABS kicks in, the faster the vehicle comes to a stop. ‘On compact snow, the braking distance for 50 km/h to stop is less: from 40 to 33 metres’, says tire specialist Korte from Continental. Extensive use of fins and tread blocks instead of continuous bands (as in standard trailer tires) is the technical advantage
Extensive use of fins for winter preparedness.
of these new winter trailer tires, for which Continental uses only natural rubber: synthetic rubber becomes hard around freezing but natural rubber at minus 60 to minus 70 degrees.
Special tires for steering axle for best directional control on snow.
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Interview
Franck Bordes (right) and Christophe Roblin (center)
‘Enormous potential’ A look behind the Haldex TPMS and how the customer benefits: a conversation between European Sales Director Franck Bordes and Sales Manager OEM France Christophe Roblin. Why extend the Haldex product range with TPMS? Bordes: Vehicle safety is a major priority at Haldex. From this perspective, TPMS fits perfectly with Haldex’s strategy. And because it was our ambition to integrate TPMS into the Haldex EB+ trailer EBS, it was logical to use the CAN-Bus instead of external communication to stay in touch with the truck. TPMS is, consequently, just an extension of the product range. Roblin: In addition, we are of the opinion it is better not to wait until TPMS one day
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becomes compulsory. The advantages of tire pressure and temperature monitoring, especially on a trailer, are so great that such a system cannot be delayed. What was the biggest challenge in developing the system? Roblin: On the one hand, accounting for wheel changes; on the other, practical mounting of the sensor. We have managed to design the Haldex TPMS to automatically reconfigure itself after a wheel change. Furthermore, the sensor is mounted on the wheel rim in such a way that the
tire can be changed without damaging the sensor. TPMS systems are still an exception on tractor units today. Why put TPMS on semi-trailers? Bordes: Experts constantly tell us that a Tire Pressure Monitoring System is particularly important for semi-trailers. The driver can monitor trailer tire pressure without having to leave the truck. In addition, the driver immediately knows if brake temperatures are abnormal so a decision can be made on the spot to avoid possible risks and to prevent further damage and, thereby, unexpected costs. What is gained by having TPMS on the semi-trailer? Bordes: Correct tire pressure optimises fuel consumption and the service life of a tire: it prevents unnecessary fuel consumption and greatly reduces the danger of a blowout. According to tire manufacturer findings, 85 percent of tire blowouts are due to underinflation. Roblin: Extreme forces are unleashed when a tire explodes. This not only endangers other people on the road but can also cause immense damage to the superstructure.
Interview
The TPMS ROI* Calculator shows how quickly the system pays for itself.
A warning is shown directly on the display if a truck’s CAN-Bus is state-of-the-art.
Haldex TPMS monitors and displays the pressure of each individual tire.
Tires constitute only a fraction of the total cost of a truck. Why do this?
tractual penalty upon late delivery, another may not. Our calculator can reflect customer-specific circumstances precisely.
Bordes: Overheating of brakes can also damage the boss, bearings, brake pads and brake disc, leading to extremely high additional costs. Not only tires, but also the entire periphery benefits from the Haldex TPMS.
Roblin: The savings potential is, nevertheless, considerable. This is easy to understand using the TPMS ROI Calculator, which you can access on our web page, by the way. You have already tested the cost calculator on some fleets. How did they react to it? Roblin: Very few would have thought such enormous potential savings were possible. Or to put it another way, all of them were astounded at how much money can be saved through correct tire pressure. It is, by no means, just fuel consumption that is directly related to tire pressure.
It has also been shown that tire temperature monitoring is far more important than has generally been assumed, correct? Roblin: There is a good reason why we also monitor temperature: fairly often the pressure is correct, but the temperature is high. Other factors may lie behind this, such as brakes that have become hot.
The TPMS sensor sits directly on the wheel rim and is easy to install.
Roblin: What is special about the TPMS ROI Calculator is that it takes into account a number of typical parameters that can vary significantly from customer to customer. Whilst one haulier may be subject to a conThe system automatically reconfigures itself after a wheel has been replaced.
Bordes: Haldex does not yet have a direct role in this, but one can easily imagine that a TPMS sensor would considerably simplify the procedure and would also be suitable for reliable transmission of data from the tire to the semi-trailer EBS. Both systems complement each other perfectly. At present, not every truck CAN-Bus can read the TPMS signal. Is the system ahead of its time?
How quickly does the investment pay for itself? Bordes: As a rule, TPMS pays for itself in much less than a year provided the customer really pays attention to tire pressure. An example: over a twelve-year vehicle life for a refrigerated semi-trailer, the savings can quickly exceed more than EUR 15,000.
The intelligent tire with a built-in chip will come. Which role does the Haldex TPMS play in this?
Haldex TPMS at a glance The Haldex TPMS monitors both the pressure and the temperature of each individual trailer tire and is fully integrated in the Haldex EBS for semi-trailers. Hence, data from the tire pressure monitoring system can be transmitted by CAN-Bus to the display in the driver’s cab without an extra antenna. The sensor transmits its signals directly and without an external antenna to the Remote Communication Unit (RCU), which is compatible with the CAN-Bus. The wheel sensor is robust (service life approximately eight years depending on frequency of use as well as temperature) and is flexibly bound to the wheel rim. In comparison with a traditionally rigid connection, the risk of damage to a flexible connection, when, for example, fitting a tire, is significantly less. If a wheel is replaced, the Haldex TPMS recognises the changed circumstances and reconfigures the system accordingly.
Bordes: This does not in any way prevent us from addressing those customers who are taking a pioneering role here. Some truck manufacturers are ahead of others on this point and offer the option of viewing trailer data on the dashboard. We think it is only a question of time before full compatibility is established. Roblin: In any case, the customer can view all important values at the Haldex Info Centre on the semi-trailer. In addition, the Haldex TPMS is telematics-capable via EB+ and can keep fleet management up to date in real time. Is it now a case of the trailer pushing the tractor unit? Bordes: I would put it this way: some trucks are limping behind the trailer in this case. However, I don’t expect truck manufacturers will allow this deficiency for long. More info on the Haldex YouTube channel at www.haldex.com * ROI = Return on Investment
Autumn/ Winter 2011
Haldex Magazine
15
Rubrik Motorsport Publisher: Haldex Europe S.A.S. Weyersheim (Strasbourg), France
Women are rare in the world of trucks, a male domain. Stephanie Halm proves impressively that as a female pilot she is no less determined at the steering wheel of a race truck.
W
hether kart, Carrera Cup or other touring car series, the 27year old has been speeding along since she was nine. Moreover, she has begun a new chapter in her eventful career with the 2011 season and her participation in the European Truck Racing Championship. In this world, a race truck can hardly be compared with a limousine trimmed for speed: ‘The pneumatic brakes, practically without feedback from the pedal, require some practice’, she says as she summarises the main difference from all other vehicles she has driven to date. But also the ‘relatively low traction on the drive axle, the sheer weight of 5.5 tonnes as well as the unfamiliar double H-gear shift’ are some of the things that Steffi, as her friends call her, has had to get used to on Europe’s racing circuits. She has mastered this perfectly: she has regularly offered some of her colleagues driving trucks with more power opportunities to study the rear lights of her Mercedes race truck. And on the historic Circuit Bugatti in Le Mans, she attained a very respectable twelfth place. Steffi pursues her passion ‘just for fun’, the main reason why she as well as the entire team sacrifice a large share of their leisure time. She enjoys the lively atmosphere
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Haldex Magazine
Autumn/ Winter 2011
Italy Haldex Italia Srl. Biassono (Milan) Tel.: +39 039 47 17 02 Fax: +39 039 27 54 309 E-Mail: info.IT@haldex.com
Belgium Haldex N.V. Balegem Tel.: +32 9 363 90 00 Fax: +32 9 363 90 09 E-Mail: info.BE@Haldex.com
Korea Haldex Korea Ltd. Seoul Tel.: +82 2 2636 7545 Fax: +82 2 2636 7548 E-Mail: info.HKR@Haldex.com
Brazil Haldex do Brasil Ind. E Com. Ltda São Paulo Tel.: +55 11 213 55 000 Fax: +55 11 503 49 515 E-Mail: info.BR@Haldex.com
Mexico Haldex de Mexico S.A. De C.V. Monterrey Tel.: +52 81 8156 9500 Fax: +52 81 8313 7090
Canada Haldex Ltd Cambridge, Ontario Tel.: +1 519-621-6722 Fax: +1 519-621-3924. E-Mail: info.CA@Haldex.com China Haldex Vehicle Products Co. Ltd. Suzhou Tel.: +86 512 8885 5301 Fax: +86 512 8765 6066 E-Mail: info.CN@haldex.com France Haldex Europe SAS Weyersheim (Strasbourg) Tel.: +33 3 88 68 22 00 Fax: +33 3 88 68 22 09 E-Mail: info.EUR@Haldex.com Germany Haldex Brake Products GmbH Heidelberg Tel.: +49 6 221 7030 Fax: +49 6 221 703400 E-Mail: info.DE@Haldex.com Hungary Haldex Hungary Kft Szentlörinckáta Tel.: +36 29 631 300 Fax: +36 29 631 301 E-Mail: info.hu.eu@Haldex.com
Steffi Halm Truck racer:
‘Great atmosphere, family-like feeling’! of the truck racing circus and especially appreciates ‘loyalty to one’s colleagues and the family-like feeling amongst the teams’. In civil life, Steffi, who has a degree in communal administration, works for the southern German town of Tubingen, where she is mainly in charge of legal issues in the contentious areas of environment and commerce. Would you trade your profession and the job security of lifetime civil service for the unpredictable career of a racing professional if given the opportunity? ‘I wouldn’t hesitate a second’, she says, with all her heart.
India Haldex India Limited Nashik Tel.: +91 253 6699501 Fax: +91 253 2380729 E-Mail: info.IN@haldex.com
Poland Haldex Sp. z.o.o. Praszka Tel.: +48 34 350 11 00 Fax: +48 34 350 11 11 E-Mail: info.PL@Haldex.com Russia OOO ìHaldex RUSî Moscow Tel.: +7 495 747 59 56 Fax: +7 495 786 39 70 E-Mail: info.RU@Haldex.com Spain Haldex España S.A. Granollers Tel.: + 34 93 84 07 239 Fax: + 34 93 84 91 218 E-Mail: info.ES@Haldex.com Sweden Haldex Brake Products AB Landskrona Tel.: +46 418 47 60 00 Fax: +46 418 47 60 01 E-Mail: info.SE@Haldex.com United Kingdom Haldex Ltd. Newton Aycliffe Tel.: +44 1325 310 110 Fax: +44 1325 311 834 E-Mail: info.GBAy@Haldex.com Haldex Brake Products Ltd. Redditch Tel.: +44 1527 499 499 Fax: +44 1527 499 500 E-Mail: info.GBRe@Haldex.com USA Haldex Brake Products Corp. Kansas City Tel.: +1 816 891 2470 Fax: +1 816 891 9447 E-Mail: info.US@Haldex.com
Haldex develops and provides reliable and innovative solutions with focus on brake and air suspension products to the global commercial vehicle industry. Listed on the Stockholm Stock Exchange, Haldex has annual sales of 3.7 billion SEK and employs 2,200 people.
www.haldex.com
MAG23_GB/11.2011/ Weyersheim
Go, Steffi, go!
Austria Haldex Wien Ges.m.b.H. Vienna Tel.: +43 1 8 69 27 97 Fax: +43 1 8 69 27 97 27 E-Mail: info.AT@Haldex.com