Haldex Mag20_GB

www.haldex.com

World premiere for rollover simulator

Trailer TesT in CyberspaCe

magazineThe CusTomer magazine of halDeX europe

issue no. 20 Spring/Summer 2010

diciotto projectOverlength trailers in italy

trCm+Fleets jump at the chance

trailers and HydraulicsA single source

fleet+ 3A thorough upgrade

timber transport in sweden60 tonnes through the forest

02 HALDEX MAGAZINE Spring/Summer 2010

springawakening

EDItorIAL INforMAtIoNHaldex magazine no. 20, Spring/Summer 2010 PUBLISHEr: Haldex europe S.A.S., 30 rue du ried, Weyersheim, 67728 Hoerdt Cedex, Frankreich, [email protected], www.haldex.com rESPoNSIBLE for tHE PUBLISHEr: Diana Spieler EDItorIAL SErVICES: press Office michael Kern, gassenäckerstr. 5, 70736 Fellbach, germay LAYoUt: Frank majer PrINtEr: Kehler Druck gmbH & Co. Kg, Weststr. 26, 77694 Kehl, germany PHotoS: Archiv Haldex, Augustin, Bartscher, Brivio & Vigano, Daimler, Fond, Harrison, Hiab, ipg, Spitzer, Kern, Volvo, Wright CoPYrIGHt: no part of this publication may be reproduced without the prior written permission of the publisher. frEE SUBSCrIPtIoN/ADDrESS CHANGE: [email protected] or to the postal address of the publisher. PrINt: 11.000 Copies. LANGUAGES: english, german, French and italian.

W inter iS behind us. Yet times remain hard. truck manu-

facturers, for example, not only have to contend with huge de-creases in sales, but must also earmark billions of euros for investment to meet euro 6 standards.

Sales of semi-trailers have ex-perienced a particularly dramatic drop. One of the most spec-tacular consequences was the

second bankruptcy of renowned german manufacturer Kögel, which stayed afloat following a takeover by Humbaur.

the companies that emerge from the recession stronger will be those that have prepared themselves and their customers accord-ingly.

the best way to understand this phenomenon is to look at the results from Haldex as a case in point: earlier this year we presented the world’s first-ever type-tested rollover simulator for trailers. not only does in-house development benefit from this technology, but so does the entire trailer industry. time-consuming road tests can be invalid

whereas with the type-tested simulator, much of what takes weeks can be achieved in a few days.

Haldex is also launching a third generation of the Fleet+ data log-ging system featuring extended functionality and simplified use. this presents advantages for both Oems and end customers. the same applies to the One-Stop-Service strategy of intensified co-operation between Haldex Commercial Vehicle Systems and Haldex Hydraulics.

read on for more detail on these topics and discover the progress the trailer Control module+ and Soft Docking safety systems are mak-ing. in addition, i fully recommend the exceptional report from the frosty forests of Sweden that describes conditions, both romantic and merciless, during customer testing of our modulX disc brakes fitted to a 60-tonne timber transport truck.

i hope you enjoy reading this issue.

10 rollover simulator VirtuAl teSting FOr HOmOlOgAtiOn

12 nordiC timber transport A teSt OF StrengtH

15 trailers and HydrauliCs WiDer rAnge, One-StOp SerViCe

16 tHe poWer of people mini CAr FAn DuDleY HArriSOn

03 Current interest neWS AnD DAteS DireCtiOnS AnD trenDS

04 18-metre artiCulated truCks itAlY eXperimentS WitH OVerlengtH

CoNtENt

07 trailer Control module+ implementing SAFetY

08 fleet+ 3 mOre FunCtiOnAlitY, mOre uSer-FrienDlY

Franck Bordes eurOpeAn SAleS DireCtOr – trAilerS & AXleS Oe

eDitOriAl

Spring/Summer 2010 HALDEX MAGAZINE 03

4 it features a large lCD screen with a crisp, high-contrast display and three control buttons in-stead two as previously: these are the external features of the

DAtA LoGGING

INfo CENtrE 2

new generation info Centre 2 diagnostic tool.

the three control buttons en-able more convenient scrolling in menus. the new display has

inFO Centre 2: A neW lCD mOnitOr AnD tHree COntrOl KeYS.

4 Congratulations to ipod winners whose names were drawn from among those of our resourceful readers who had cracked the mys-tery! the product that spares the pneumatic system of trucks and buses a lot of problems is COn-Sep, of course. We would also like to thank all our readers for your enthusiastic participation!

4 Starting in 2010, it is possible to download certificates of con-formity for Haldex compressed air tanks from the Haldex website. Simply click ‘Findex – product info’ at www.haldex.com/CVS_eu then select ‘tank conformity cer-tificate’ under the ‘more info’ heading. You can then determine

4 On the Haldex website, two short films demonstrate the op-eration and advantages of the trailer Control module+ (trCm+) and Soft Docking systems, re-spectively. these two very in-formative videos can be found at www.haldex.com/CVS_eu, the Haldex webpage, under ‘trailer Control module+’ and ‘Soft Dock-ing’, respectively. Just click your choice and the film will start streaming.

a clearer structure. info Centre 2 users not only can choose among five different prede-fined start screens but they can also configure their own. in addition, info Centre 2 fea-tures a new red leD warning light, which indicates any prob-lems after the vehicle has been parked.

it remains lit for ten min-utes then shuts off to save bat-tery capacity. the lamp auto-matically reactivates when info Centre 2 is switched on again. As in the previous version, info Centre 2 displays load informa-tion via a bar graph and, op-tionally, as percentages or in kilograms. info Centre 2 also provides information about the eBS configuration and enables examination of successive error codes stored by eB+.

4 With a total of 164,645 units, new registration of trucks over 16 tonnes in 2009 was 39.4 percent below the 2008 figure. Within the european union, poland was the only country to experience an in-crease in registration (+ 24.9 per-cent). the market shrank in all other countries.

ECoNoMY

2009 rESULtS

4 A European truck manufacturer has chosen the Haldex ModulAir mechatronical air treatment system

MoDULAIr

rEfrESHING BrEEZE

for its vehicles. ModulAir is the air treatment system of the future. thanks to strategic controllability of the ModulAir system, it is possi-ble to set switch-on and switch-off criteria for the compressor, as well as regeneration, for optimal per-formance under every driving con-dition. the contract is worth about EUr 73 million. Deliveries are scheduled to begin in 2011 and will span ten years, in principle.Last year Haldex successfully launched a mechanical version of the ModulAir air treatment system on the North American market. the Haldex plant in Heidelberg manufactures the mechatroni-cal model. the plant also houses the company’s air treatment r&D facilities.

StrAtegY OF tHe Future: mODulAir Air mAnAgement.

VIDEoS

A PICtUrE IS WortH A tHoU-SAND WorDS!

AIr tANk

A CErtIfICAtE A fEW CLICkS AWAY

IPoD CoMPEtItIoN

LUCkY WINNErS!

the relevant type and download the corresponding certificate of conformity as a pDF file.

Truck racing calendar 2010

22/23-05. Misano (It)

05/06-06. Albacete (ES)

19/20-06. Nogaro (fr)

23/25-07. Nürburgring (DE)

28/29-08. Most (CZ)11/12-09. Zolder (BE)18/19-09. Le Mans (fr)

02/03-10. Jarama (ES)

Current intereSt

trAFFiC

a plaCein The sun

What are the advantages of 18-metre long articulated trucks? The Italian project ‘Diciotto’ is looking into this question. One experimental heavy goods vehicle (HGV) is operated by dis-tribution specialists Brivio & Viganò.

DriVer SilVAnO trezzi: ‘eXCellent DriVing COmFOrt’.



trAFFiC

one AnD A HAlF metreS iS not much. nevertheless, it makes a big difference. exactly four more euro

pallets can fit inside the trailer if its interior length is 14.8 metres instead of 13.2. the load area can now accommodate 37 pallets instead of 33.

the entire articulated truck measures a good 18 metres in length. ‘Diciotto’ (18) is the logical name for the italian project in which such truck and trailer combinations are being tested. exactly 15 such vehicles are cur-rently rolling over italy’s roads (see text box Diciotto project). One of them has been put into service by the company Brivio & Viganò, which is based in the milan region. the vehi-cle is entrusted to long-serving driver Silvano trezzi: ‘You get used to it quickly’, he says. ‘i don’t have any problems with the length’. What trezzi especially appreciates: ‘the han-

tHe Full lengtH CAnnOt AlWAYS Be utiliSeD BeCAuSe OF OVerAll WeigHt limitS.

dling is more comfortable than with the usual 16.5-metre truck’. What is known from ship-building also applies to HgVs in terms of comfort: with length comes stability.

the fact that driver trezzi copes so well with the extra-long vehicle in hectic italian traffic probably has something to do with the fact that the rear overhang is the same size as that of a normal 13.60-metre long trailer. the extra-long trailer swings out no farther than other three-axle trailers on curves.

But the over-length combination does, of course, require more space when ma-noeuvring. Vehicle pool manager massimo Casiraghi states more precisely: ‘Of course, we send the 18-metre truck only to suitable loading bays’. He continues: ‘up to now, there haven’t been any problems worth mention-ing, either on the road or when manoeuvring’. the experimental vehicle built by the italian trailer manufacturer rolfo with a refrigerated container also features one small aid that is very useful when docking at the ramp: the Soft Docking ramp approach assistant by Haldex.

in a nutshell, it’s ‘ideal’, says trezzi, about the system, which provides both acoustic and visual signals when docking at the loading bay, and which automatically activates the trailer brakes just before contact with the ramp. ‘this makes working with the long trailer much eas-ier’, he says in summary. Vehicle pool man-ager Casiraghi was so impressed with the sys-tem right from the start that he ordered the next lot of trailers with Soft Docking.

He also says that retrofitting the experi-mental trailer was not a problem: ‘the job

DICIotto ProJECtopinions are divided when it comes to 25.25-metre long combinations such as those common in Scandinavia: the Netherlands finds them smart and practical; Germany ini-tially dropped them like a hot potato, but is starting a new and, once again, very controver-sial attempt right now.Much less excitement was generated in Ger-many by a large-scale test with around 300 extra-long trailers, as is now occurring in Italy, the results of which were entirely positive.A policy of small steps is perhaps the more intelligent way to go in the case of vehicle dimensions. In Italy, where space is tight in many places, it is probably the only practical solution.the Italian car manufacturers’ association ANfIA (Assocazione Nazionale fra Industrie Automobilistiche) is examining the following questions in the Diciotto Project, which was started in 2009: • By how much will this improve the efficiency of the HGV?• To what extent is this length compatible with road conditions and loading bays?• What is the advantage if the articulated truck can transport 48-foot containers (transport by road has not been possible up to now) or two 7.45-metre swap trailers?• How does remaining traffic cope with the long vehicles – for example, when overtaking?the experiment is scheduled to last three years, i.e. until 2012. However, the ANfIA in-tends to give preliminary answers in mid-2010.

A tOtAl OF 15 eXperimentAl ArtiCulAteD truCKS Are On tHe rOAD in itAlY.

8


8 was done in three hours’, masimo Casiraghi recalls, and he is convinced that Soft Docking will save him money in the future: ‘Vehicle damage from docking too forcefully at the ramp costs us around eur 550 per year per vehicle’, he says, quoting statistics, and he reckons: ‘this system will pay for itself in no time at all’.

Soft Docking came along at just the right time for Casiraghi. the 160 vehicles in Brivio & Viganò’s well-maintained vehicle pool are particularly at risk for docking-related damage for two reasons. Since they are all refrigerated vehicles, damage is often especially expensive if it occurs.

And, since Brivio & Viganò’s business is almost exclusively distribution of foodstuffs in northern italy, the orange and white painted fleet has frequent contact with loading bays.regarding the 18-metre experimental vehicle, Casiraghi wishes for a larger overall weight than the 44 tonnes currently allowed in italy to go with the extra length because then he could then attach a three-axle tractor unit to the long trailer and ‘utilise the potential of 37 instead of 33 pallets much better than at present’. Currently, he often cannot fill the generous loading space because he hits the weight limit with fewer than 37 pallets.

Brivio & Viganò is a relatively young com-pany, established in 1980, which at that time began very small with only two trucks. A su-permarket was the first customer. the haulage

contractors grew consistently with the super-market and reached 40 trucks at the begin-ning of the 1990s.

Brivio & Viganò have remained true to their specialisation in food distribution and mainly internal traffic in northern italy right up to the present and have thereby done very well. three additional branch offices in the north of italy have, over time, joined the head office in the small town usmate Velate near milan.

if driver loyalty is any indication of com-pany quality, then Brivio & Viganò certainly don’t need to hide in this respect: Silvano trezzi, for example, has been there for 11 years. ‘recently, one of our first drivers, who had been here 30 years in all, retired’, says massimo Casiraghi, describing the constancy that prevails in the company also in this regard.

route planning is very much about accom-modating drivers: ‘90 % of the time’, says vehicle pool mamager Casiraghi, ‘our drivers can spend the night at home in their own beds’. But jobs as drivers, even those at Brivio & Viganò, are hardly attractive to young peo-ple in northern italy.

Brivio & Viganò have recently attained Din iSO 9001 certification and transport has long since ceased being the only service they offer. Delicious treats of all kinds are commissioned by Brivio & Viganò and kept in cold storage. there is no crisis in this business: ‘in fact, 2009 was even better for us than 2008’, says Casiraghi, looking back with great satisfaction on the past year. ■

A leD lAmp prOViDeS A ViSuAl WArning tO tHe DriVer.

VeHiCle pOOl mAnAger mASSimO CASirAgHi SAYS: ‘mOre trAilerS WitH SOFt DOCKing HAVe Been OrDereD’.

COmmiSSiOneD treAtS Are AlSO pArt OF tHe BuSineSS.

tHe 18-metre lengtH requireS eXtrA SpACe FOr mAnOeuVring.

trAFFiC


SAFetY

W itH A tOtAl OF ABOut 6,000 vehicles, the fleet manager knows accidents don’t happen by chance:

‘We know well enough the causes of acci-dents’, explains Christian Bertholier of the transport and logistics company geODiS Bm, established in the French alpine city of Chambéry, adding: ‘We expect a lot from the new trailer Control module+’. incidents due to inappropriate coupling of air hoses or failure to set the parking brake are amongst the most common causes of accidents, and not only at geODiS Bm. For Bertholier, who handles vehicle fleet purchasing among other things, there is no grey area: ‘trailer Control module+ will be our standard in the future’.

meanwhile in the town of Saint genis laval 80 kilometres away, isabelle Vigier, fleet man-ager for the local branch of temperature-con-trolled specialist tFe (which operates some 3,700 vehicles), totally agrees with her col-league regarding trCm+. She also indicates that trailers will be equipped with this addi-tional safety feature in the future. tFe semi-trailers can operate up to 23 hours per day, whilst the trailer may switch tractors up to

Two large French fleets have just selected the Trailer Control Module+ (TrCM+) and a French accident prevention and insurance association also endorses the system.

of the vehicle is ‘not the optimal location’ either. in any case, CrAm makes it a condi-tion for the promotion of trCm+ that the control unit be positioned in close proximity to the crank, which is used to down-crank the stands in the uncoupling process: ‘We save the drivers additional toing and froing, and bring the parking brake more strongly to their attention’.

if the driver, nonetheless, forgets to ac-tivate the parking brake after uncoupling, the trCm+ parking Hold Function proves

valuable and prevents any danger. As soon as the red coupling head is connected before the yellow one, the parking valve starts bleeding air and the spring brake nails down the vehicle for the

time being. the green light indicating that it is safe to proceed will only come on if the driver pushes down the red button in accord-ance with the instructions at the end of the procedure, and therefore releases the spring brake actuator at the same time. ■

for sure!

20 times a day. this means that 20 times a day, something that shouldn’t go wrong could go wrong, and may occur again and again. Accidentally connecting the feed line when the parking brake is not activated causes the semi-trailer brakes to release and the trailer may start moving by itself.

‘A number of deaths have occurred be-cause of that’, points out Daniel Clément of the professional association CrAm rhône-Alpes (Caisse régionale d’Assurance mala-die), explaining why CrAm now endorses trCm+. But that is not all: the possibility of making trCm+ the topic of a new safety campaign is being considered.

Few drivers are well-informed on the subject: ‘Only 25 percent are aware there is a park-ing brake on their trailer’, discovered Clé-ment. ‘Furthermore, out of these 25 percent, three-quarters cannot even show where it is located on the vehicle’. For Clément, the usual placement on the left at the rear

It HAPPENS So fAStJust two mistakes need to occur in succes-sion to cause serious danger. Error one is failure to activate the parking brake after un-coupling. Error two is connection of air lines in the wrong sequence during the coupling process, i.e. starting with the red coupling head instead of the yellow one.If this happens, compressed air flows im-mediately from the tractor vehicle into the feed line of the trailer and releases its service brake. the driver can still respond by remov-ing the red coupling head without delay.However, it gets particularly tricky if the serv-ice brake has lost air while idle, which has resulted in the activation of the spring brake. But one should not trust the ensuing still-ness. there will be a delay before the spring brake releases itself, as soon as the neces-sary air pressure is reached in the system.

trCm+ AutOmAtiCAllY ACtiVAteS tHe pArKing BrAKe WHen An inCOrreCt COupling OCCurS.

DAniel Clément: ‘FeW DriVerS Are

Well-inFOrmeD On tHe SuBJeCt

OF pArKing BrAKeS’.


DAtA lOgging

EleCtrOniCS SHOulD nOt be compli-cated. And by not being complicated, they will make life easier. this same

motto is the one adopted by the Fleet+ data logging system, which Haldex has developed for trailers with Haldex eB+, and which the company has just further refined.

in the ‘Snapshots’ option, for instance, there is a brand new capability – a search function whose filtering criteria can be specified by the user. For example: Where has the ABS been activated more than zero times? Where has the supply pressure remained under 5.5 bars or over 10.0 bars? these are questions for which a fast and specific answer can be found via the search function.

Furthermore, the well-informed user knows: if the ABS is applied frequently, this may in-dicate an inappropriately sporty driving style. the spring brake actuator is activated when

100 perCenT overviewVery easy to use and more precise than ever: This is how the new generation of Fleet+ for Haldex EB+ presents itself.

the supply pressure falls below 5.5 bars. And when supply pressure is greater than 10 bars, the eBS ceases to regulate. Both insufficient and excessive supply pressure can result in unnecessary brake wear.

‘Fleet+ 3 achieves precisely the level of transparency we need for such things’, ex-plains marek Wolanski, boss of the truck leasing business multi-truck-Center in zwo-chau near leipzig (germany), which operates some 1,400 semi-trailers under its flag. ‘Sim-ple design, user-friendly’, are the advantages appreciated by workshop manager tobias Schulze.

the new Fleet+ makes it easier than ever for users to sift though through the huge amount of electronic data. As soon as Fleet+ connects with the eCu (electronics Control unit) of the trailer, five categories are dis-played in the heading on the screen: Over-

SMArt ADDItIoNAL fUNCtIoNoEMs, too, can benefit from the extended and more precise data logging feature. As an option, the third generation fleet+ can, for example, be combined with a sensor that measures and stores vertical acceleration of the trailer. Based on this data, it is possible to draw valuable conclusions any time as to how much stress has been actually applied to the chassis, axles and tyres.

view, Snapshots, Histogram, trip records and user info.

At this stage, the user starts by setting pri-orities. ‘Overview’, for example, shows the to-tal number of trips (and the overall distance covered in the process) with the connected iSO 7638 cable as well as the stop light ca-


heading, in the expanded Fleet+3. in the ‘His-togram’ menu, one new feature is a more detailed breakdown of brake pressure in the low range. it is possible, based on this data, to draw conclusions as to how well tractor and

trailer are matched.

Fleet+ ultimately displays all other important data in the comprehensive ‘trip records’ menu, which acts as an ex-tended log book as it conveys a total of 18 criteria protocols, which gives the user an op-portunity to filter according to the user’s own criteria.

right-clicking with the mouse on a certain trip displays

DAtA lOgging

ble if a speed of ten km/h and a distance of more than one kilometre are exceeded. For trips when the iSO cable is not connected, Fleet+ calculates an approximate value based on stoplight-based eBS activations. Haldex recently increased the maximum number of trips that can be stored to 1,000.

the ‘Overview’ function can be used to an-alyse the trailer history. At a glance, the user can identify how many snapshots are present in six different categories, how often stability events occurred, the total number of brake operations, the values of ABS controls or the number of times AuX switching outputs were activated.

Deeper analysis of the subject is a cinch: thanks to intuitively designed, user-friend-ly buttons, the eCu can be read in a flash, and the pC saves the requested files. Other menus that allow the user to gather more detailed information are just as easy to navi-gate. the ‘Snapshots’ function shows mainly critical parameters such as overloaded trips. the relevant values appear in the form of bar graphs.

the user can also simply ex-tract data about another vehicle for the purpose of comparison, tiling the two graphs upon each other on the screen to view them. Differences and possible misuses as can be quickly pin-pointed.

moreover, the user can apply even more weighted compari-son criteria in the ‘Histogram’ menu, the third option in the

a summary in list form of all trip data, which disappears by right-clicking again. Some fil-tering parameters can be programmed such as ‘supply pressure greater than ten bars’ or ‘axle load >27,000 kg’ (to find trips that are overloaded). if this has occurred, each trip meeting this criterion is highlighted in yel-low, which makes it very easy to spot when scrolling left or right on the list. the system immediately displays for the user everything that previously had to be pulled from the entire history.

But that’s not all: the last menu option in the heading, ‘user info’, functions as a practi-cal personal note pad for the user. it is, there-fore, intended for the user’s own comments and notes and is saved in the pC together with the eCu data. ■

inSuFFiCient SupplY preSSure? BrAKeS COulD WeAr unneCeSSArilY. BrAKe time AnD BrAKe preSSure SAY A lOt ABOut An inDiViDuAl DriVer’S StYle.

HeADquArtereD in leipzig, multi-truCK-Center mAnAgeS ApprOXimAtelY 2,000 unitS.

mtC BOSS mAreK WO-lAnSKi: ‘it CreAteS tHe BeSt trAnSpArenCY’.

teCHnOlOgY


tHere iS muSiC in it: one hears fizzing, stamping and whistling when the rollo-ver stability function goes into action.

Yet these sounds are secondary to the highly modern electronics. this is because the trailer exists only virtually in this scene.

However, the hardware – from brake chambers to valves and pneumatic lines – is real, as prescribed by the un-eCe (united nations economic Commission for europe) for hardware-in-the-loop simulation testing.

Cyber-CourseThe new rollover simulator for trailers, recently launched by Haldex, leads the way far into the future. It eliminates expensive road tests and greatly accelerates development and homologation.

nonetheless, quite a few eyes look on, spell-bound, as this virtual trailer goes into a curve at 65 km/h and completes the manoeuvre, just barely: a beamer projects the exercise onto the wall.

the spectators in the Haldex facility in red-ditch (uK) are, at this moment, experienc-ing nothing less than the world premiere of the first type-approved rollover simulator for trailers. guests include testing and approval experts from across europe.

‘And now the whole thing at 66 km/h’, chief engineer (trailer) Dudley Harrison announces: the vehicle moves leisurely. On the tachom-eter and rotational speed counter display it is possible to follow how the road-train ap-proaches the maximum desired speed gear by gear.

At the same time, several red bars show the current laden weight of each wheel at the height of the trailer wheels. As the vehi-cle again curves right, this time at 66 km/h,

teCHnOlOgY


the bars on the left race up-wards while those on the right just melt away: 4.4 meters per second squared is shown on another display as the lateral acceleration, which is ultimate-ly too much – the wheels on the right lose contact with the ground and lift off. When an imaginary support wheel to the left makes a so-called touch-down (ground contact), the programme aborts.

this is because, precisely at this moment, the simulator showed what regulations re-quire of such tests – that they be conducted to physical limits. legal requirements are not particularly stringent: ‘the minimum standard is at least as good as without rollover control or slightly better’, brake expert Win-fried gaupp from the german tÜV nord paraphrases the specifications according to the law.

Harrison further explains just how effective-ly Haldex eB+ stability control actually works: ‘Without rollover control, the trailer would al-ready have tipped at 57 km/h and not just at 66 km/h’.

rollover stability has been integrated into eB+ from Haldex since 2003. However, only in 2010 will this safety system be required by the eu throughout europe. As of July 2010, it will no longer be possible to homologate a trailer without rollover control in europe. As

of november 2011, national homologation will no longer be permitted.

trailer manufacturers will, therefore, soon have to doc-ument the functional capabil-ity of rollover control for new trailers pursuant to directive un/eCe 13. more than 30 different trailer configurations are affected. they must be subjected to tests such as

single and double lane changes, constant circular driving and driving through a tight-ening curve.

Virtual testing, for secure homologation pursuant to eu directives as recently allowed by the eu, and the rollover simulator from Haldex now make it possible to save time and money. to benefit, however, trailers must be equipped with eB+ from Haldex.

Haldex thoroughly tested the prescribed test programme in 2009 with 33 different trailer configurations through road tests at the iDiADA test grounds (near Barcelona) in Spain. Haldex then developed the type- approved rollover simulator on the basis of that data.

in a comprehensive expert opinion, ger-man tÜV north confirmed that the simula-tor satisfies the requirements of the un/eCe regulation for simulation testing and can serve as a full-fledged virtual replacement for ex-pensive road tests.

the new simulator is a blessing not only for trailer manufacturers who can accelerate homologation but also for Haldex, which profits from the new technology: ‘What pre-viously took three to four months to test’, says chief engineer Dudley Harrison, can be carried out by the simulator in one or two days. ■

CLEVEr fELLoWthe EB+ braking system and the rollover simulator from Haldex can accommodate a number of configurations. It is also possible to specify additional parameters such as vehicle dynamics, tyres and road sur-face to carry out the defined test manoeuvre virtually using such vari-ables and complex software.the simulator was developed in cooperation with the IPG automotive company karlsruhe, which specialises in simulated driving dynamics. IPG calls the simulation solution ‘truckMaker’. It is based on existing modules of ‘CarMaker’, which is used, for example, by Porsche, and is supplemented by several trailer-specific elements.

CHieF engineer DuDleY HArriSOn: ‘ACCelerAteD prOCeSSeS’.

BrAKe eXpert Win-FrieD gAupp gAVe tHe SimulAtOr HiS SeAl OF ApprOVAl.

neArlY AnY DriVing SituAtiOn AnD VeHiCle COmBinAtiOn CAn Be SimulAteD.

tAKe it tO tHe limit: eVerYtHing SeemS Fine until tHe VirtuAl trAiler tipS.

trAnSpOrt


Timber transport during icy Swedish winters challenges people and material to the extreme. Olof Sandersson and his 60 tonne, 24-metre vehicle face wintry extremes everyday.

norDiCCombineD

trAnSpOrt


HiS WOrK leADS Him deep into the Swedish forest he loves so much. Olof Sandersson wouldn’t trade

the hard work he does in the forest for anything because timber trucking is his life. Sandersson also bonds with the forest in his free time: more than 60 years old, he hunts moose or fishes in the many waters of the north.

even at an early age, Sandersson accom-panied his father into the forest on his fa-ther’s 155 Hp Scania regent to transport timber. After finishing school and acquiring his driving licence, he himself has sat either behind the steering wheel or in the small crane cab that is mounted on the rear of his 580 Hp Scania.

more than 40 years of experience can-not be weighed in gold in this business that presents the man at the wheel with imponderables of every kind: in the win-ter, the forest floor is often covered with unpredictable snow and ice. in the spring, thawing snow regularly transforms the for-est road network into swampy terrain that requires extreme caution and is, in some cases, impassable.

the annual driving performance of the three-axle Scania and the four-axle trailer is quite impressive despite such conditions: the load train drives ‘180,000 to 200,000 kilometres’ year after year, says Olle, as his friends call him.

Of course, one person can’t do this alone. His cousin, Kjell-Åke Olsson, took the morn-ing shift today, started at 4 a.m., and will bring the vehicles to Olle in the afternoon. ‘We each try to take both a short and a long trip during each shift’, says Olle, explaining the principle for good productivity without conflicting driv-ing and rest periods.

Olle nimbly climbs up into the driver’s seat, inserts the tachometer disc and studies the orders, which have been transmitted via com-puter and are immediately printed out on-board. it is narrow on e62, the snowy main road that he follows for an hour or so until he finally turns off into a secluded forest road leading to the loading site. ‘Sometimes rear view mirrors pay the price when there is on-coming truck traffic’, explains Olle, regarding the hazards of driving on public roads.

it gets really tricky on the winter forest trails. if they have been poorly ploughed, the truck can easily get off track and sink into soft ground. in some cases it may be necessary to unload right there and then. if that doesn’t help, only powerful forest machinery can.

During an empty run, it’s possible the truck cannot get enough traction, which is essential here in the mountainous border area with norway. Olle inserts the inter-axle lock and always keeps the engine speed in the upper medium range. ‘if i drive too fast’, he says, ‘the 6 x 4 pushes over the front axle and i land in the ditch’. Olle continues: ‘if i drive

BeAStlY DAngerOuS: mOOSe COnSiDer tHe FOreSt tHeir territOrY.

8

OlOF SAnDerSSOn FACeS eVen tHe mOSt ADVerSe COnDitiOnS WitH equAnimitY.

trAnSpOrt


too slowly or with too much torque, there is a risk that the wheels will spin and the load will get stuck’.

On the return trip with a full load, the trick is to make his way safely downhill through the steep passes with a total gross weight of 60 tonnes or more without dropping the pace. ‘it’s often not even possible to stop when going downhill on snow and ice’, Olle explains, as another reason why oncoming traffic deep in the forest should be avoided whenever possible.

However, the numerous moose in this area don’t care a bit: During this trip too, two rep-resentatives of the species suddenly appear on the slippery driving surface, but manage to toddle off into the woods in time.

primeval nature and a highly technical for-est economy are closely entwined in Swe-

Haldex regularly visits olof Sandersson. that’s because both his Scania 6x4 truck and drawbar trailer are equipped with the latest Haldex disc brakes ModulX DB22 and DB19, which are taking part in a special test of strength with this customer. Service techni-cian Bengt Larsson, who continually analy-ses their performance under such extreme conditions and maintains the ensemble, is a welcome guest for olof Sandersson.Haldex, in turn, greatly appreciates the tim-ber trucker because he subjects his brakes to the most extreme conditions and the company can profit from 40 years of profes-sional experience. the results of these tests of strength are completely positive: ‘We have seen that the brakes remain sealed in an exemplary fashion, even under such condi-tions, and that no water penetrates’, summa-rises Patrik käll, sales manager Scandinavia.

tIGHt ALrIGHt

HAlDeX BrAKeS perFOrm FAultleSSlY eVen unDer A migHtY ArmOur OF iCe.

8

er of its 60 tonne, 35 cubic metre load of timber. ‘On this trip, i managed to earn just enough to fill my tank’; Olle querulously notes the unstoppable decline in prices.

the pitch black Swedish winter night has fallen as the most senior of Sweden’s timber truckers again makes his way into the depths of the forest to pre-load for cousin Kjell-Åke’s early morning shift. the numerous auxiliary headlights turn night into day, illuminating the scenery of the completely snowed in forest, which takes on an especially dreamlike ap-pearance in this light.

Olle’s summary of his life as an owner-driver in the nordic forests is both sober and passionate: ‘i wouldn’t want to trade places with anybody starting in this business today’, he says, describing increasingly narrow eco-nomic margins.

On the other hand, he can’t quit either. Olof Sandersson also doesn’t think much about taking a holiday. ‘this is more than just my job’, he adds, then explains: ‘timber trucking is a calling’. ■

den’s forests: the tree trunks accurately cut in identical lengths are piled neatly along the wayside. Olle picks them up for a sawmill. this accuracy is made possible by forest ma-chine technology that no longer has anything in common with old lumberjack romance. today’s machines fell the trees, remove the branches and cut them in standard lengths in one go, fully automatically.

Olle is no less adept at packing the trunks ordered by the sawmill onto his truck. Having climbed briskly into the heated crane cab, the cab ascends, affording a better overview, and he starts loading from a high vantage point. He needs little more than half an hour to load a good 35 cubic metres of nordic softwood onto his truck and trailer and then start the journey to the sawmill.

it’s already getting dark when the wheel loader quickly relieves Olle’s truck and trail-

StrApS HAVe tO Be tigHt tO SeCure tHe lOOSe lOAD.

nOt FOr WeAK nerVeS: tHe COuntrY rOADS in tHe nOrtH Are nArrOW.

tHe CHAmBer: tHe CrAne CAB HAS A HOt WAter HeAting SYStem.

teCHnOlOgY

In COnStruCtiOn machin-ery − machines manufac-tured by customers such as

Caterpillar or liebherr − Haldex hydraulic components have long been a constant. in trucks, too, Haldex hydraulics stand out: hy-draulic units for tailgate lifts, for instance, have been working op-timally for a long time; likewise, Volvo truck lift axles rely on Hal-dex hydraulics.

now, however, the Haldex range is better than ever. the reason: Haldex Hydraulic Sys-tems and Haldex Commercial Vehicle Systems are even more closely linked. the experience and expertise of both partners has been combined for a multi-tude of synergies as well as ad-vantages for customers.

Haldex Commercial Vehicle Systems (CVS) and Haldex Hydraulic Systems have launched a product offensive. Their selection is broader, their service more comprehensive.

Haldex hydraulic components will benefit from peerless service quality: they are now part of the service network of Haldex Commercial Vehicle Systems. in addition, ‘Oes profit from having a single contact for deliveries and advice’, says laurent Husser, co-ordinator for Hydraulic Systems sales in europe.

the product quality is in step with service quality: Altogether, Haldex develops or manufac-tures approximately 90 percent of the components in the hy-draulics portfolio, in particular, electric motors, pumps, pres-sure switches and pressure ves-sels. Because of this, Haldex fully controls the qualitative standards of almost all parts. this is unique in the market.

in addition, a closer al-liance between Hydraulic Systems and CVS gener-ally provides more holistic trailer support: demand for hydraulic units, gear pumps and motors to hydraulic flow dividers to piston pressure switches can be satisfied. lift hydraulics for low-loader ramps or tilt hydraulics for silo vehicles are also available.

High performance, heat-pro-tected electric motor, heavy duty gear pump and very compact dimensions are special char-acteristics of Haldex ramp hy-draulics, of which there are two types: one that fits under the frame and one that is mounted laterally.

tilt hydraulics for silo vehicles also rely on a particularly strong as well as heat-protected electric motor, which, for long service life, does not feature a rigid connec-tion between the pump and the motor, which uses little power.Starting in mid-2010, a new lift device for elevating roofs will be available. it works smoothly and seamlessly thanks to a rotary in-stead of a piston pump. ■

HAlDeX pOWer pACKS Are WiDelY uSeD On tAilgAte liFtS. VOlVO truCK liFt AXleS AlSO relY On HAlDeX HYDrAuliCS.

JoinT DevelopmenT


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tHe pOWer OF peOple


at the Haldex works in redditch (near Bir-mingham), he is responsible for specifications for Haldex eBS systems for heavy trailers.

‘rolling up my sleeves with a spanner in hand was always at least as important to me as theoretical work’, says the 40-year old, who started his career at lucas in truck brakes and has been employed since 1993 in redditch.

it isn’t very far to the birthplace of the cult vehicle mini in Birmingham where thousands of minis from all over europe gathered to cel-ebrate its 50th birthday. Dudley Harrison was also there with his dark green mini. He was even one of the lucky few who were allowed to participate in a special convoy through Bir-mingham’s Centenary Square.

Harrison’s jaunty mini, which he often drives while pursuing his hobbies of photo-graphy, travel and classic cars, and with which he never misses the annual ‘mini run’ from london to Brighton, is a very special speci-men: it is one of the last-produced in 2000 in longbridge and belongs to an exclusive circle of minis first registered in 2001. ■

SmAll But pOWerFul: the classic mini isn’t entirely in the same league as the VW Beetle or rabbit; but at more than

5 million produced units, it is, nonetheless, the best-selling British automobile.

it was produced for 41 years and originat-ed at the famous plant in Birmingham long-bridge, once the centre of the British automo-tive industry, with thousands of employees, but now in the hands of the Chinese nanjing group and struggling for survival.

this naturally has no effect on the mini myth. the tradition lives on, and fascination with the little car that was conceived during the Suez Crisis as a compact and thrifty au-tomobile and that came onto the market in 1959, remains unbroken.

even as a student, Dudley Harrison, with a spanner in his hand, was always happy to dedicate himself wholeheartedly to his 1977 mini Clubman estate instead of burying him-self in computer technology and electronics studies. these fields today represent the fo-cus of his professional life: as chief engineer

small familyProfessionally, chief engineer Dudley Harrison of EBS concerns himself with heavy trailers. However, in private, he has a heart for smaller calibres: He is a dyed-in-the-wool Mini car fan.

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austriaHaldex Wien ges.m.b.H.Viennatel.: +43 1 8 69 27 97Fax: +43 1 8 69 27 97 27e-mail: [email protected]

belgiumHaldex n.V.Balegem tel.: +32 9 363 90 00Fax: +32 9 363 90 09e-mail: [email protected]

brazilHaldex do Brasil ind. e Com. ltdaSão paulotel.: +55 11 213 55 000Fax: +55 11 503 49 515e-mail: [email protected]

CanadaHaldex ltdCambridge, Ontariotel.: +1 519 621 6722Fax: +1 519 621 3924e-mail: [email protected]

ChinaHaldex international trading Co. ltd.Shanghaitel.: +86 21 5240 0338Fax: +86 21 5240 0177e-mail: [email protected]

franceHaldex europe SASWeyersheim (Strasbourg)tel.: +33 3 88 68 22 00Fax: +33 3 88 68 22 09e-mail: [email protected]

germanyHaldex Brake products gmbHHeidelbergtel.: +49 6221 7030Fax: +49 6221 703400e-mail: [email protected]

HungaryHaldex Hungary Kft.Szentlörinckátatel.: +36 29 631 300Fax: +36 29 631 301e-mail: [email protected]

indiaHaldex india limitednasiktel.: +91 253 2380094Fax: +91 253 2380729e-mail: [email protected]

italyHaldex italia Srl.Biassono (milan)tel.: +39 039 47 17 02Fax: +39 039 27 54 309e-mail: [email protected]

koreaHaldex Korea ltd.Seoultel.: +82 2 2636 7545Fax: +82 2 2636 7548e-mail: [email protected]

mexicoHaldex de mexico S.A. De C.V.monterreytel.: +52 81 8156 9500Fax: +52 81 8313 7090

polandHaldex Sp. z.o.o.praszkatel.: +48 34 350 11 00Fax: +48 34 350 11 11e-mail: [email protected]

russiaOOO Haldex ruSmoscowtel.: +7 495 747 59 56Fax: +7 495 786 39 70e-mail: [email protected]

spainHaldex españa S.A.granollerstel. 34 93 84 07 239Fax 34 93 84 91 218e-mail: [email protected]

swedenHaldex Brake products ABlandskronatel.: +46 418 47 60 00Fax: +46 418 47 60 01e-mail: [email protected]

united kingdomHaldex ltd.newton Aycliffetel.: +44 1325 310 110Fax: +44 1325 311 834e-mail: [email protected]

Haldex Brake products ltd.redditchtel.: +44 1527 499 499Fax: +44 1527 499 500e-mail: [email protected]

usaHaldex Brake products Corp.Kansas Citytel.: +1 816 891 2470Fax: +1 816 891 9447e-mail: [email protected]

PUBLISHEr:Haldex europe S.A.S.Weyersheim (Strasbourg), France

Haldex (www.haldex.com), headquartered in Stockholm, Sweden, is a provider of proprietary and innovative solutions to the global vehicle industry, with focus on products in vehicles that enhance safety, environment and vehicle dynamics. Haldex is listed on the Stockholm Stock exchange. Haldex has a yearly turnover of close to 8.5 billion SeK and employs 4,700 people.

www.haldex.com

Documents

Haldex Mag20_GB