Inspired
by the use of fly-by-wire technology used
in the aerospace industry, the auto industry
is adopting drive-by-wire technology. Brake-by-wire
will lead to far more effective and safer
braking systems, eliminating bulky hydraulic
technology, releasing space and reducing
maintenance. By 2005, Nissan says it will
have adopted brake-by-wire systems across
its range of passenger cars in both the
domestic and North American markets.
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So far, Mercedes-Benz and Toyota already
use such systems, on the Mercedes-Benz E-class
and SL models and on Toyota’s Estima. Mercedes-Benz
plans to extend this across its range as
models are replaced and BMW says it will
start using brake-by-wire within the next
year on some models. These systems are all
first-generation electro-hydraulic, and
the first fully electro-mechanical braking
systems are expected on the European mass
market in 2004/5, from Fiat and Volkswagen.
‘Brake-assist’ emergency brake actuation
is already standard on most of Nissan’s
domestic market vehicles and the company
plans to improve braking control in its
next generation of vehicles from 2005. The
systems will most likely be electro-mechanical
rather than electro-hydraulic.
As electronic braking systems have evolved,
some baffling names have emerged. Alongside
the plastics industry, you will rarely find
such a confusing set of terminology. If
you spend too much time rubbing shoulders
with brake engineers, you could be forgiven
for speaking in acronyms. Terms such as
ABS, ASR, BAS, EBD, EMD, ESP and TCS bound
back and forth in engineering circles, but
it’s a foreign language to many. Do drivers
really understand this technology, let alone
know how to use it to best effect? During
a telephone survey of 1,000 drivers during
summer 2002, researchers found that 63%
of respondents did not know the effect of
the electronic stability programme and some
45% have the mistaken opinion that their
car is defective if the brake pedal pulsates
when the ABS is working. Many could not
even say which safety system their car is
equipped with. Women and older drivers were
particularly badly informed in this respect,
say researchers.
As brake manufacturers strive to introduce
novel technologies, vehicle makers may find
it difficult to convince their customers
to pay more for these benefits. While most
drivers think modern brakes are very good
already, no amount of technical jargon in
the showroom will convince them to dig deeper
into their pockets. Why should they? Although
consumers are said to react favourably to
technological changes forced by government
regulation, there is no such legislation
driving the change toward brake-by-wire.
We watch with interest.
Market trends – ABS standard in Europe
by 2005
From 2005, bull-bars will be banned
from sale on new cars in Europe because
of their danger to pedestrians and antilock
brakes will have to be fitted to all cars
as standard from the same date. Each year,
9,000 pedestrians and cyclists are killed
across the 15-nation European Union (EU)
and another 200,000 injured in accidents
involving cars. The EU is determined to
see this figure decreased, and the legislation
builds on a voluntary agreement reached
with the European car makers’ association
ACEA in 2001. Representations are also being
made to Japanese and South Korean manufacturers
selling in Europe.
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By GlobalDataIn a bid to reduce costs and stay on par
with its competitors on prices, GM removed
antilock brakes and side airbags as standard
equipment from most of its 58 vehicles from
model year 2003. GM estimates that it spends
around $160 per vehicle for antilock brakes
and $60 per vehicle for side airbags. The
move has been criticised by safety advocates,
who believe that safety features should
be offered as an integral part of the car
and not as luxury items.
Market shares
Following intensive restructuring in
1996, opportunities for further consolidation
in the light vehicle electronic braking
systems segment have largely dried up, with
four companies, Continental Teves, Bosch,
Advics and TRW accounting for 85% – 90%
of the global market.
In 1998, Continental moved closer to becoming
a full modular supplier by acquiring ITT’s
braking and chassis systems division, allowing
it to develop an integrated tyre, wheel
hub and brakes service with complete systems
development capability. Today, Continental’s
Automotive Systems division claims to control
approximately 44% of the European electronic
brake system market (ABS/ESP) and close
to 29% of the North American market. In
2002, the company produced 2.6 million ESP
units, up from two million units in 2001.
The company already has orders for more
than 4.2 million ESP units to be delivered
in 2004.
In fifth and sixth place are Delphi and
Unisia Jecs, respectively. In October 2002,
Unisia Jecs became a wholly owned subsidiary
of Hitachi Ltd. Hitachi recently developed
an electric braking system in cooperation
with its affiliates Unisia Jecs, Tokiko
and Hitachi Cable. Unisia Jecs supplied
its vehicle operation control technology
and Tokiko contributed its experience in
brake systems. Electric brakes are widely
expected to increase safety and vehicle
control, while making vehicle assembly easier.
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As figure 2 below shows, the two German
groups, Bosch and Continental Teves, dominate
the world market for ABS. Continental Teves
introduced its first ABS unit in 1984. By
May 2001, Continental Teves had produced
its 50-millionth electronic brake system
(EBS). The German group makes an EBS unit
every two seconds at one of its many manufacturing
facilities around the world.
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This feature is taken from a new just-auto.com report on electronic vehicle braking systems – to find out more please click here.
