Method, controller and system for monitoring brake operation

• US 9,440,632 B2
• Filed: 11/05/2014
• Issued: 09/13/2016
• Est. Priority Date: 11/05/2014
• Status: Active Grant

• Current Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Original Assignee: Bendix Commercial Vehicle Systems LLC (Estate of Heinz Hermann Thiele)
• Inventors: Bennett, Mark A
• Primary Examiner(s): Trivedi, Atul
• Application Number:
  US14/533,149
• Publication Number:
  US 20160121870A1
• Time in Patent Office: 678 Days
• Field of Search: 701/71
• US Class Current: 1/1
• CPC Class Codes: B60T 17/221 Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems hydraulic pressure systems in general F15B19/00, F15B21/04; testing structures or apparatus G01M
• CPC Class Codes: B60T 2230/02 Side slip angle, attitude angle, floating angle, drift angle
• CPC Class Codes: B60T 2250/00 Monitoring, detecting, estimating vehicle conditions
• CPC Class Codes: B60T 2250/03 Vehicle yaw rate
• CPC Class Codes: B60T 2250/04 Vehicle reference speed; Vehicle body speed
• CPC Class Codes: B60T 7/042 by electrical means, e.g. using travel or force sensors
• CPC Class Codes: B60T 8/171 Detecting parameters used in the regulation; Measuring values used in the regulation
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60T 8/176 Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS B60T8/1755 takes precedence

Abstract

Various embodiments of an apparatus and method for monitoring a brake operation are disclosed. In accordance with one aspect, the brake operation monitoring system comprises a plurality of wheel speed sensors, a brake demand sensor; a plurality of stability sensors and a controller. The controller comprises wheel speed ports; a brake demand port; stability sensor ports; a communication port for receiving a plurality of messages; and a processing unit comprising control logic. The control logic receives a brake demand signal, at least one stability signal indicative of the cornering of the vehicle, and individual wheel speeds. The control logic calculates a master value to compare to individual wheel speed signals if the brake demand signal indicates no braking.

Claims

1. A method of monitoring brake operation on a vehicle comprising:

receiving a brake demand signal indicative of a brake demand;

receiving at least one stability signal of the vehicle;

receiving a plurality of wheel speed signals from individual wheel speed sensors associated with individual wheel ends of the vehicle;

determining a master value based on the plurality of wheel speed signals over an initiation time period for comparison with the plurality of wheel speed signals;

determining the velocity of the vehicle is equal to or greater than a predetermined minimum velocity;

determining the vehicle is not being controlled by an active safety system;

determining the brake demand signal is greater than a predetermined minimum braking threshold and less than a predetermined maximum braking threshold;

selecting a wheel speed signal having the lowest velocity of the plurality of wheel speed signals when the brake demand is no longer present;

calculating the difference in the selected wheel speed signal from the master value, wherein a predetermined short-term time period has not elapsed;

calculating an integrated difference;

incrementing an error counter by one increment when the integrated difference is greater than a short-term threshold to arrive at an accumulated brake drag count;

determining a brake drag fault exists at the wheel end associated with the selected wheel speed signal when the accumulated brake drag count is greater than an error count threshold and the predetermined short-term time period has not elapsed; and

transmitting a brake control signal at the output to the at least one brake control device to reduce the pressure at the wheel end associated with the brake drag fault.

2. The method as in claim 1, wherein determining a master value occurs in response to the acceleration of the vehicle being about zero, the brake demand signal indicating no braking, and the at least one stability signal indicating no cornering.

3. The method as in claim 1, wherein the master value comprises one of:

the average of the plurality of wheel speed signals, the mode of the plurality of wheel speed signals, and the vehicle speed as determined by a controller on the vehicle.

4. The method as in claim 1 further comprising:

determining a baseline calibration of each of the individual wheel speed signals as a function of the master value, wherein determining the baseline calibration comprises comparing each of the individual wheel speed signals individually to the master value for a calibration time period and storing the difference between each of the individual wheel speed signals and the master value as the baseline calibration for each of the individual wheel speed signals.

5. The method as in claim 1 further comprising:

resetting the accumulated brake drag counter to zero after the expiration of the short-term time period.

6. The method as in claim 1 wherein the error count threshold ranges from about 3 to about 10.

7. The method as in claim 1, wherein the predetermined minimum velocity is about ten miles per hour.

8. The method as in claim 1 further comprising:

comparing a temperature signal from a tire sensor to a predetermined tire temperature threshold, the tire sensor located at the wheel end associated with the wheel speed signal which has an integrated difference greater than the short-term threshold; and

determining a brake drag fault exists in response to the tire temperature exceeding the predetermined tire temperature threshold and the error counter exceeding a predetermined count.

9. The method as in claim 1, further comprising:

Calculating a difference of each individual wheel speed signal from the master value over a calibration time period;

Determining if a long-term time period has elapsed since the brake demand signal indicated braking;

Calculating a difference of each individual wheel speed signal from the master value over a second time period equal to the calibration time period wherein the long-term time period has elapsed;

Comparing the difference to a long-term threshold; and

determining a long-term fault exists when the difference is greater than or equal to the long-term threshold.

10. The method as in claim 9 wherein the long-term time period is between about twenty minutes and about sixty minutes.

11. A controller for monitoring brake operation of a vehicle comprising:

a plurality of wheel speed inputs for receiving individual wheel speed sensor signals, each of the plurality of wheel speed inputs correlated with a specific wheel location;

a brake demand input;

a plurality of stability sensor inputs for receiving stability signals;

a communication port for receiving and transmitting a plurality of messages on a serial communications bus;

an output for communicating a brake signal to at least one brake control device; and

a processing unit comprising control logic, wherein the processing unit is in communication with the plurality of wheel speed inputs and the communication port, the control logic capable of;

receiving a brake demand signal indicative of a brake demand;

receiving at least one stability signal indicative of the cornering of the vehicle;

receiving signals from a plurality of wheel speed signals;

determining a master value for comparison with the plurality of wheel speed signals;

selecting a wheel speed signal having the lowest velocity of the plurality of wheel speed signals when a brake demand is not present;

calculating the difference in the selected wheel speed signal from the master value, wherein a short-term time period has not elapsed;

calculating an integrated difference;

incrementing an error counter by one increment when the integrated difference is greater than a short-term threshold to arrive at an accumulated brake drag count;

determining a brake drag fault exists at the wheel end associated with the selected wheel speed signal when the accumulated brake drag count is greater than an error count threshold and the short-term time period has not elapsed; and

transmitting a brake control signal at the output to the at least one brake control device to reduce the pressure at the wheel end associated with the brake drag fault.

12. The controller as in claim 11, wherein the determining a master value occurs in response to the acceleration of the vehicle being about zero, the brake demand signal indicates no braking and the at least one stability signal indicate no cornering.

13. The controller as in claim 11, wherein the master value comprises one of the average of the plurality of wheel speed signals, the mode of the plurality of wheel speed signals, and the vehicle speed as determined by a controller on the vehicle.

14. The controller as in claim 11 wherein the stability signal is received from at least one of a lateral acceleration sensor, a yaw rate sensor and a steering angle sensor.

15. The controller as in claim 11, wherein the control logic is further capable of:

determining a baseline calibration of each of the individual wheel speed signals as a function of the master value, wherein determining the baseline calibration comprises comparing each of the individual wheel speed signals individually to the master value for a calibration time period and storing the difference between each of the individual wheel speed signals and the master value as the baseline calibration for each of the individual wheel speed signals.

16. The controller as in claim 11 wherein the predetermined short-term time period ranges from about five minutes to about ten minutes.

17. The controller as in claim 11 wherein determining a master value comprises determining an individual wheel speed signal as one that is equal to an overall vehicle velocity as determined by a source other than the wheel speed sensor signals.

18. The controller as in claim 17, wherein the source other than the wheel speed sensor signals is a vehicle velocity as determined by one of an engine controller, a radar controller and the anti-lock brake controller.

19. The controller as in claim 11, wherein the control logic is further capable of performing at least one of anti-lock braking and stability control functions.

20. The controller as in claim 11, further comprising an indicator output to inform an operator of a brake drag fault at the wheel end associated with the selected wheel speed signal, wherein the control logic is further capable of transmitting a signal to the indicator output to inform an operator of a brake drag fault at the wheel end associated with the brake drag fault.

21. A controller for monitoring brake operation of a vehicle comprising:

control logic, wherein the controller is in communication with a plurality of wheel speed sensors, at least one stability sensor and at least one brake demand sensor, the control logic capable of;

receiving a brake demand signal from the at least one brake demand sensor indicative of a brake demand;

receiving at least one stability signal from the at least one stability sensor indicative of the cornering of the vehicle;

receiving wheel speed sensor signals from the plurality of wheel speed sensors;

determining a master value from the plurality of wheel speed signals when the brake demand signal indicates no braking and wherein the at least one stability signal indicates no cornering;

calculating a difference of each individual wheel speed signal from the master value when the brake demand signal indicates no braking;

calculating an integrated difference of each individual wheel speed signal from the master value;

comparing each integrated difference to a short-term drag threshold;

incrementing an error counter when the integrated difference of one of the plurality of individual wheel speed signals is greater than the short-term drag threshold; and

determining a short-term brake drag fault exists in response to the error counter exceeding a predetermined error count; and

controlling at least one brake control device to reduce the pressure at the wheel end associated with the short-term brake drag fault.