abs check lights

After these dates, anything manufactured have to follow these rules;
March 1, 1997 - All trucks with air brakes must have ABS, (but not powered center pin on trailer cord).
March 1, 1998 - All trailers with air brakes must have ABS, (powered through brake light circuit).
March 1, 2001 - All tractors, and trailers with air brakes must have constant powered ABS, with communication between the truck and trailer to indicate a trailer ABS fault in the trucks dash.

Trailer mounted ABS fault light behavior;
For trailers manufactured before 2001, the ABS is powered only through the brake light circuit. I does not matter if you connect to an old truck or new truck the trailer ABS is only powered through the brake light circuit. To test the ABS system you make and hold a brake application. The ABS light will come on, then go out. This shows no fault and a properly working ABS system. If the light comes on, and stays on, there is fault. If the light does not come on at all, there is a fault.

For trailers manufactured after 2001, but connected to an older truck, (pre 2001), the trailer ABS will still work, but only through the brake light circuit, so you would test the same as above.

For trailers manufactured after 2001, but connected to a newer truck, (post 2001), the trailer ABS is powered by constant power through the center pin. This power is supplied anytime the key is in the ignition position. To test you turn the key on, (or connect your trailer cord), the trailer mounted ABS light will turn on, then go out. This shows no fault. If the light comes on, and stays on, this shows an ABS system fault. If the light never comes on, this also shows an ABS system fault. If any ABS, or traction control, or trailer ABS warning lights come on and stay on in the dash of the truck, this also indicates an ABS system fault.
http://www.google.ca/url?sa=t&rct=j...sg=AFQjCNGUBVOVgsxndQ8cs6BE8UY0RbHP7g&cad=rja

 

That was a good post heavyd, that's what we needed, thanks for the research, now if we can keep it all in mind.

 

I actually made a post about this in another thread, maybe a year or more ago. LOL, I couldn't find my own post! So here it is again!

 

I know what you mean, I posted something just a month and a half ago and can't find it.

 

really newer ABS and later EBS systems got addtional cord (5 way abd later with CAN 7 way)

So if you have digital dashboard when trailer is connected additional control unit you can see (MID 137).

newer EBS systems (brake by wire) in combination with TEBS may use CAN to apply trailer service brakes (twice faster then by service brake air line). But EBS is not popular in the USA now, but really popular in EU.

I sugest EBS must be fited as standard soon with newer DOT rules

 

The problem of EBS trailers that they are not designed for use w/o power supply ore with faulty trailer EBS system.

TEBS use service brake pressure (on early TEBS sensor was in emergency valve near glad hand), air bag pressure (load sensor), wheel speed signals to apply brake pressure on wheel brake chambers. This system is so fast that you feel brake responce better then on good car.
So trailer needs no LSV.

With TEBS disabled TEBS unit works in back up mode so no LSV, no ABS, no RSS.......

TEBS unit may be used for optional features, like roll contorl, electronic level control, automatic lift/tag axel control, steer axe control and many other.

Before 2010 TEBS was offered in 12V and 24 V versions, later unit was offered for 12 ore 24V application but pre programmed for voltage system. Newest Wabco TEBS-E use 9-34V power supply by 5/7 way cord and by stop light wire. So trailers with TEBS-E may be used with any US ore EU trucktor. LED lamps are 12/24 V tool

 

Sometimes you have to wonder if all this technology is really necessary.

 

I had read a few articles about the EBS but you are the first person that I have come across that knew anything about it. I have wondered what would happened in the case of a catastrophic electrical failure, say for example a battery cable had been chafing against a frame rail and finally rubbed through the insulation and shorted out completely, with the EBS System, would it just revert to the slower original air brake system, or do you lose all braking capability on the trailer? Do you use the EBS on the trailer only, or is it on the tractor also in Ukraine?

 

If EBS got fatal fault like no power supply ore fault of modulator EBS switches to back up mode. So brakes are like old style air brake w/o ABS. Driver gets warning.

Here more a half of trailers got EBS. I have trailer with EBS but EU make, so I had to put 12-24V voltage doubler. I have TEBS-D Premium.

Truck EBS is standard in EU. Some systems are better, some not. And it ususlly depend on truck maker. For example Actros EBS from end of 90-s is good becose they use very good wires. Volvo traditionally got wiring issues. like Iveco and MAN. DAF XF got minor problems but CF front axe modulator is licated in 5" from ground and there are problems with corrosion.

EBS is especially good with disk brakes but they requare mainanance and it seems to me prividing disk brakes with EBS in the USA makes the same problems we had 5-10 years ago. The problem is really no skilled mechanics and electronic technicians. Wabco and Knorr (bindix) will provide educational for truck dealers but anyway it requires time.

 

We have the wiring issues here on occasion as well, I've seen some of the copper from the wire, and it has a dull copper look, not shiny, and it seems more brittle, meaning it will not flex as many times as a good quality copper wire normally would, like the manufacturer cut back on alloys or heat treatment or something. We are running into the corrosion problems as well. Within the last few years the price of calcium chloride, (they use this to mix with the salt/sand mixture and it will lower the temperature that the mix will freeze), has gone up, and the states, counties, and cities have found out that magnesium chloride is considerably cheaper, so they are using it more and more. What they don't talk about much is that the magnesium is considerably more corrosive than the traditional calcium chloride that they did to use. It is deadly on any exposed copper wiring. I read a few years ago that the Trailer Manufacturers Association went to lobby congress about the use of Magnesium Chloride by the municipalities because of the corrosive issue but it was to no avail. You have got to keep it washed off every chance that you get.