CA2652618A1 - Vehicle wheel sensor system and method - Google Patents
Vehicle wheel sensor system and method Download PDFInfo
- Publication number
- CA2652618A1 CA2652618A1 CA2652618A CA2652618A CA2652618A1 CA 2652618 A1 CA2652618 A1 CA 2652618A1 CA 2652618 A CA2652618 A CA 2652618A CA 2652618 A CA2652618 A CA 2652618A CA 2652618 A1 CA2652618 A1 CA 2652618A1
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- CA
- Canada
- Prior art keywords
- brake
- camshaft
- controller
- sensor
- temperature
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
- G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
- G01D5/14—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
- G01D5/142—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage using Hall-effect devices
- G01D5/145—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage using Hall-effect devices influenced by the relative movement between the Hall device and magnetic fields
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
- F16D66/02—Apparatus for indicating wear
- F16D66/021—Apparatus for indicating wear using electrical detection or indication means
- F16D66/026—Apparatus for indicating wear using electrical detection or indication means indicating different degrees of lining wear
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
- G01K13/00—Thermometers specially adapted for specific purposes
- G01K13/04—Thermometers specially adapted for specific purposes for measuring temperature of moving solid bodies
- G01K13/08—Thermometers specially adapted for specific purposes for measuring temperature of moving solid bodies in rotary movement
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Braking Arrangements (AREA)
Abstract
A system for automatically detecting the wear of brake shoes, slack adjustor travel and axle temperature in a vehicle. A magnetically actuated detector mounted adjacent to the brake camshaft detects the position of a magnet mounted to the brake camshaft. A controller determines the degree of rotation of the cam shaft based on signals from the sensor and determines when the rotation for used brakes exceeds that of new brakes by a predetermined threshold, to indicate to the vehicle operator that the brake shoes should be replaced. In the preferred embodiment temperature sensor mounted near the axle bearing detects the temperature of the bearing and sends this information to the controller, to indicate whether a bearing should he replaced or repaired.
Description
VEHICLE WHEEL SENSOR SYSTEM AND METHOD
Field of the Invention This invention relates to vehicle components. In particular, this invention relates to a sensor and method for sensing the wear on vehicle brakes, brake push rod travel and axle bearing temperature.
Background of the Invention Vehicles have many moving parts that can slowly degrade or come out of adjustment over time and through use. The proper maintenance of the moving parts is important for safety reasons, to increase the longevity of the parts, and to lower the chance of expensive repairs if the parts fail.
The brakes on vehicles include parts which wear out as they are used and have to be replaced on occasion as a matter of regular maintenance. In most vehicles, the brakes are inspected periodically in time or based on the distance the vehicle has travelled. Brake inspections can be costly, particularly in a large vehicle such as an 18 wheel tractor-trailer, as maintenance personnel has to examine the brakes for each wheel independently. Further, in general the vehicle has to be taken to the person doing the inspection, preventing the vehicle from being used for its usual purpose and resulting in `down time' that can reduce the profitability of a commercial vehicle such as a tractor-trailer.
Slack adjustor travel, also referred to as a brake stroke, can increase with brake use and be adjusted on a periodic basis. Slack adjustor travel can also be inspected before every trip as part of a pre-trip inspection. Such an inspection can be difficult to perform in inclement weather. There are devices available to assist with the manual measuring of brake stroke but generally require the operator to crawl under the vehicle.
Manual measuring do not typically inform the driver of brake stroke issues that may occur during a long trip, especially a long trip involving heavy braking.
There are -l-electronic brake stroke measuring devices that typically measure the linear brake stroke of the brake rod.
Similarly, the bearings about the axle at each wheel of a vehicle can suffer wear or loss of lubrication as the vehicle is used. Typically, bearings are checked during periodic inspections. The inspections to check for bearing wear are also often costly as they require maintenance personnel to inspect each wheel separately, again preventing the vehicle from being used for its usual purpose. Bearing failure is often unpredictable and inspections may not predict a failure. If the bearings do fail, costly repairs and accidents may result.
Brief Description of the Drawings In drawings which illustrate by way of example only a preferred embodiment of the invention, Figure 1 is a partly cutaway perspective view of a conventional wheel hub showing the brake components, Figure 2 is a cross-sectional view of the brake camshaft and brake rod in the hub of Figure 1.
Figure 3A is a cross-sectional elevation of the brake camshaft with a sensor according to the invention, in the rest position, Figure 3B is a cross-sectional elevation of the brake camshaft with a sensor according to the invention, in the braking position, Figure 4 is a schematic circuit diagram of a controller for the invention, Figure 5 is a partly cutaway perspective view of a wheel hub showing the invention mounted adjacent to the camshaft, and
Field of the Invention This invention relates to vehicle components. In particular, this invention relates to a sensor and method for sensing the wear on vehicle brakes, brake push rod travel and axle bearing temperature.
Background of the Invention Vehicles have many moving parts that can slowly degrade or come out of adjustment over time and through use. The proper maintenance of the moving parts is important for safety reasons, to increase the longevity of the parts, and to lower the chance of expensive repairs if the parts fail.
The brakes on vehicles include parts which wear out as they are used and have to be replaced on occasion as a matter of regular maintenance. In most vehicles, the brakes are inspected periodically in time or based on the distance the vehicle has travelled. Brake inspections can be costly, particularly in a large vehicle such as an 18 wheel tractor-trailer, as maintenance personnel has to examine the brakes for each wheel independently. Further, in general the vehicle has to be taken to the person doing the inspection, preventing the vehicle from being used for its usual purpose and resulting in `down time' that can reduce the profitability of a commercial vehicle such as a tractor-trailer.
Slack adjustor travel, also referred to as a brake stroke, can increase with brake use and be adjusted on a periodic basis. Slack adjustor travel can also be inspected before every trip as part of a pre-trip inspection. Such an inspection can be difficult to perform in inclement weather. There are devices available to assist with the manual measuring of brake stroke but generally require the operator to crawl under the vehicle.
Manual measuring do not typically inform the driver of brake stroke issues that may occur during a long trip, especially a long trip involving heavy braking.
There are -l-electronic brake stroke measuring devices that typically measure the linear brake stroke of the brake rod.
Similarly, the bearings about the axle at each wheel of a vehicle can suffer wear or loss of lubrication as the vehicle is used. Typically, bearings are checked during periodic inspections. The inspections to check for bearing wear are also often costly as they require maintenance personnel to inspect each wheel separately, again preventing the vehicle from being used for its usual purpose. Bearing failure is often unpredictable and inspections may not predict a failure. If the bearings do fail, costly repairs and accidents may result.
Brief Description of the Drawings In drawings which illustrate by way of example only a preferred embodiment of the invention, Figure 1 is a partly cutaway perspective view of a conventional wheel hub showing the brake components, Figure 2 is a cross-sectional view of the brake camshaft and brake rod in the hub of Figure 1.
Figure 3A is a cross-sectional elevation of the brake camshaft with a sensor according to the invention, in the rest position, Figure 3B is a cross-sectional elevation of the brake camshaft with a sensor according to the invention, in the braking position, Figure 4 is a schematic circuit diagram of a controller for the invention, Figure 5 is a partly cutaway perspective view of a wheel hub showing the invention mounted adjacent to the camshaft, and
-2-Figure 6 is a side elevation of the axle with a sensor according to the invention.
Detailed Description of the Invention Figure I illustrates a conventional brake system I for a vehicle such as a bus or.truck. In the rest position (not shown), the brake shoes 2 are retained spaced from the interior friction surface of the brake drum 4 by return springs 6. When the vehicle brakes are applied by depressing a brake pedal (not shown) in the driver's compartment, air is forced into the brake chamber, which is typically a pneumatic cylinder 8 connected to a compressed air cylinder (not shown). The compressed air extends the push rod 10, which in turn is attached to the slack adjuster arm 12. The slack adjuster 12 rotates the brake camshaft 14 which in turn rotates the `s-cam' or brake cam 16 to the position shown in Figure 1. The brake cam forces the brake shoes 2 apart and against a braking surface, for example the interior wall of the brake drum 4 as shown. The kinetic friction between the stationary brake shoes 2 and the rotating brake drum 4 resists the rotation of the brake t 5 drum 4, slowing the rotation of the axle 18 and therefore the attached wheel (not shown).
This resistance therefore slows the vehicle. Similarly, when the vehicle is stopped static friction between the brake shoe and brake drum restrains the wheel from rotating.
When the brakes are released, the push road 10 is retracted into the brake chamber 8 as the compressive force of the air is released. This rotates the slack adjuster 12 in a direction opposite to the braking direction. The slack adjustor 12 rotates the brake camshaft 14 and thus the brake cam 16. As the brake cam 16 rotates toward the rest position, the return springs 6 pull the brake shoes together and away from the brake drum 4 wall. Without the contact between the brake shoes and the brake drum, the friction is removed and the brake drum 4, axle 18 and wheel (not shown) are free to rotate.
The brake shoes are lined with a high-friction material to promote braking.
When the brakes are applied, the friction between the brake shoes 2 and brake drums 4 removes material from the surface of the brake shoe lining 20. This wear is part of the design of the brake shoes, but after a certain amount of wear the brake shoes must be
Detailed Description of the Invention Figure I illustrates a conventional brake system I for a vehicle such as a bus or.truck. In the rest position (not shown), the brake shoes 2 are retained spaced from the interior friction surface of the brake drum 4 by return springs 6. When the vehicle brakes are applied by depressing a brake pedal (not shown) in the driver's compartment, air is forced into the brake chamber, which is typically a pneumatic cylinder 8 connected to a compressed air cylinder (not shown). The compressed air extends the push rod 10, which in turn is attached to the slack adjuster arm 12. The slack adjuster 12 rotates the brake camshaft 14 which in turn rotates the `s-cam' or brake cam 16 to the position shown in Figure 1. The brake cam forces the brake shoes 2 apart and against a braking surface, for example the interior wall of the brake drum 4 as shown. The kinetic friction between the stationary brake shoes 2 and the rotating brake drum 4 resists the rotation of the brake t 5 drum 4, slowing the rotation of the axle 18 and therefore the attached wheel (not shown).
This resistance therefore slows the vehicle. Similarly, when the vehicle is stopped static friction between the brake shoe and brake drum restrains the wheel from rotating.
When the brakes are released, the push road 10 is retracted into the brake chamber 8 as the compressive force of the air is released. This rotates the slack adjuster 12 in a direction opposite to the braking direction. The slack adjustor 12 rotates the brake camshaft 14 and thus the brake cam 16. As the brake cam 16 rotates toward the rest position, the return springs 6 pull the brake shoes together and away from the brake drum 4 wall. Without the contact between the brake shoes and the brake drum, the friction is removed and the brake drum 4, axle 18 and wheel (not shown) are free to rotate.
The brake shoes are lined with a high-friction material to promote braking.
When the brakes are applied, the friction between the brake shoes 2 and brake drums 4 removes material from the surface of the brake shoe lining 20. This wear is part of the design of the brake shoes, but after a certain amount of wear the brake shoes must be
3 replaced to avoid damage to the brake drum and insufficient braking when the brakes are applied.
As the brake shoe wears down, the brake shoe's liner is worn away through use, the brake shoe becomes thinner. To compensate for the reduced thickness of the brake shoe liner, the brake shoes have to be forced further apart to apply the same force to the brake drums. This is accomplished by a greater rotation of the brake cam 16 and camshaft 14, caused by a greater stroke distance of the pushrod. The pushrod 10 may have a maximum travel distance as determined by regulation or design. As the travel of pushrod 10 approaches the maximum travel, performance of the brakes generally decreases because the brake cam 16 reaches its maximum lobe position and braking ability. If the slack adjuster 12 fails and the pushrod stroke reaches its maximum level, either the brake chamber 8 will bottom out or the brake cam 16 will move past its maximum lobe position and cause the brake application to be ineffective.
As the brake shoe's liner is worn away through use, the brake cam 16 may be rotated on the camshaft 14 to push the brake shoes further apart at rest.
Rotating the brake carp 16 on the camshaft decreases the brake stroke needed to apply the brakes.
As illustrated in Figure 3, according to a preferred embodiment of the invention, a magnet 30 is attached to the brake camshaft 16. The magnet 30 may be mounted in fixed relation to the camshaft 16 by any suitable means, and may be attached directly to the camshaft or to a component that is in turn attached to the camshaft. The magnet may be any conventional magnet, including an electromagnet.
A wheel sensor 32 is mounted adjacent to the brake camshaft and in alignment with the magnet 30, but not contacting the camshaft 16 so that the brake camshaft is free to rotate. In the preferred embodiment the sensor provides an undercut portion complementary to the camshaft so that the camshaft rotates generally within the sensor.
The sensor comprises a plurality of magnetically actuated detectors 36 disposed around
As the brake shoe wears down, the brake shoe's liner is worn away through use, the brake shoe becomes thinner. To compensate for the reduced thickness of the brake shoe liner, the brake shoes have to be forced further apart to apply the same force to the brake drums. This is accomplished by a greater rotation of the brake cam 16 and camshaft 14, caused by a greater stroke distance of the pushrod. The pushrod 10 may have a maximum travel distance as determined by regulation or design. As the travel of pushrod 10 approaches the maximum travel, performance of the brakes generally decreases because the brake cam 16 reaches its maximum lobe position and braking ability. If the slack adjuster 12 fails and the pushrod stroke reaches its maximum level, either the brake chamber 8 will bottom out or the brake cam 16 will move past its maximum lobe position and cause the brake application to be ineffective.
As the brake shoe's liner is worn away through use, the brake cam 16 may be rotated on the camshaft 14 to push the brake shoes further apart at rest.
Rotating the brake carp 16 on the camshaft decreases the brake stroke needed to apply the brakes.
As illustrated in Figure 3, according to a preferred embodiment of the invention, a magnet 30 is attached to the brake camshaft 16. The magnet 30 may be mounted in fixed relation to the camshaft 16 by any suitable means, and may be attached directly to the camshaft or to a component that is in turn attached to the camshaft. The magnet may be any conventional magnet, including an electromagnet.
A wheel sensor 32 is mounted adjacent to the brake camshaft and in alignment with the magnet 30, but not contacting the camshaft 16 so that the brake camshaft is free to rotate. In the preferred embodiment the sensor provides an undercut portion complementary to the camshaft so that the camshaft rotates generally within the sensor.
The sensor comprises a plurality of magnetically actuated detectors 36 disposed around
-4-the portion of the sensor adjacent to the brake camshaft 16 preferably such that each detector is generally equidistant from the camshaft.
In the preferred embodiment the detectors may for example comprise Hall Effect sensors. Generally, Hall Effect sensors measure the proximity of a magnet to the sensor by outputting a voltage that depends on the distance between a magnet and a sensor but without contacting the magnet. According to the invention, depending on the degree of rotation of the camshaft and therefore the location of the magnet relative to the sensor, each Hall Effect sensor outputs a different voltage. The voltage from each sensor is transmitted to a controller, illustrated in Figure 4. In the preferred embodiment, the 1o controller uses a microprocessor to calculate, based on the relative voltages supplied by the various hall Effect sensors, the approximate location of the magnet in relation to the sensor and hence the rotation of the camshaft.
By detennining the angular difference between the rest position of the magnet 30 and the position of the magnet 30 when the brakes are applied (which changes as the 1s brake shoe linings wear down), the controller can calculate the brake stroke, i.e. the amount of movement of the brake shoes before contacting the brake drum.
Referring to Figure 2, the brake stroke length can be calculated using the length of the slack adjuster, represented by L, and the angle of rotation, represented by 0, of the brake camshaft. The length of the slack adjuster is known at the time of 20 installation of the brake. The angle of rotation is determined by the controller or computer on the wheel sensor from the signals supplied by the Hall Effect sensors. The following formula can be used to calculate the stroke distance:
As mentioned previously, the brake stroke distance of fully applied brakes 25 increases as the brakes wear down. Using the sensor of the invention, the brake stroke
In the preferred embodiment the detectors may for example comprise Hall Effect sensors. Generally, Hall Effect sensors measure the proximity of a magnet to the sensor by outputting a voltage that depends on the distance between a magnet and a sensor but without contacting the magnet. According to the invention, depending on the degree of rotation of the camshaft and therefore the location of the magnet relative to the sensor, each Hall Effect sensor outputs a different voltage. The voltage from each sensor is transmitted to a controller, illustrated in Figure 4. In the preferred embodiment, the 1o controller uses a microprocessor to calculate, based on the relative voltages supplied by the various hall Effect sensors, the approximate location of the magnet in relation to the sensor and hence the rotation of the camshaft.
By detennining the angular difference between the rest position of the magnet 30 and the position of the magnet 30 when the brakes are applied (which changes as the 1s brake shoe linings wear down), the controller can calculate the brake stroke, i.e. the amount of movement of the brake shoes before contacting the brake drum.
Referring to Figure 2, the brake stroke length can be calculated using the length of the slack adjuster, represented by L, and the angle of rotation, represented by 0, of the brake camshaft. The length of the slack adjuster is known at the time of 20 installation of the brake. The angle of rotation is determined by the controller or computer on the wheel sensor from the signals supplied by the Hall Effect sensors. The following formula can be used to calculate the stroke distance:
As mentioned previously, the brake stroke distance of fully applied brakes 25 increases as the brakes wear down. Using the sensor of the invention, the brake stroke
-5-length can be determined by the controller. The controller can send the brake stroke length information to a computer external to the sensor.
Brake pad wear is determined by calculating the current brake rest position against the brake rest position when the brake shoes were new (which can for example be input to the controller, or a calibration can be performed and stored by the controller at the time the brake shoes are installed), and when the resting position has increased by a predetermined value, the sensor can transmit a `brakes worn' signal to the external computer. The signal may for example be sent to an indicator indicating that the brake shoes need to be replaced. In the preferred embodiment, the sensor is connected to a display in the vehicle driver's compartment that indicates is illuminated when and which brakes have worn to the point that the brake shoes should be replaced. In other embodiments, the signal may deactivate the vehicle ignition or otherwise disable the vehicle.
The controller may be connected to the vehicles brake system, such as the brake light signals, so the controller can detect when the brakes are applied.
In the preferred embodiment, the controller is integrated with the wheel sensor. In alternative embodiments, the controller may be centralized in a central computer fbr all or some of the wheel sensors or in the vehicles central computer.
In the preferred embodiment, a temperature sensor 50 is attached to the vehicle axle 18 close to the wheel bearing. Preferably, the temperature sensor 50 is attached to the wheel sensor. The preferably continuously, or periodically, measures the temperature sensor indicating the temperature of the bearing. The temperature information is sent from the wheel sensor to the controller. Preferably, the temperature sensor is a resistive type device that changes its electrical resistance as the temperature of the vehicle axle changes. The wheel sensor converts the electrical resistance of the temperature sensor to a temperature that can be communicated to the controller or central computer.
Brake pad wear is determined by calculating the current brake rest position against the brake rest position when the brake shoes were new (which can for example be input to the controller, or a calibration can be performed and stored by the controller at the time the brake shoes are installed), and when the resting position has increased by a predetermined value, the sensor can transmit a `brakes worn' signal to the external computer. The signal may for example be sent to an indicator indicating that the brake shoes need to be replaced. In the preferred embodiment, the sensor is connected to a display in the vehicle driver's compartment that indicates is illuminated when and which brakes have worn to the point that the brake shoes should be replaced. In other embodiments, the signal may deactivate the vehicle ignition or otherwise disable the vehicle.
The controller may be connected to the vehicles brake system, such as the brake light signals, so the controller can detect when the brakes are applied.
In the preferred embodiment, the controller is integrated with the wheel sensor. In alternative embodiments, the controller may be centralized in a central computer fbr all or some of the wheel sensors or in the vehicles central computer.
In the preferred embodiment, a temperature sensor 50 is attached to the vehicle axle 18 close to the wheel bearing. Preferably, the temperature sensor 50 is attached to the wheel sensor. The preferably continuously, or periodically, measures the temperature sensor indicating the temperature of the bearing. The temperature information is sent from the wheel sensor to the controller. Preferably, the temperature sensor is a resistive type device that changes its electrical resistance as the temperature of the vehicle axle changes. The wheel sensor converts the electrical resistance of the temperature sensor to a temperature that can be communicated to the controller or central computer.
-6-The central computer preferably continuously polls the wheel sensors for the temperature of the axle. If the temperature reaches a predetermined level the computer may alert the driver, via a display on the dash, the current temperature of the specific axle.
Preferably, there are two levels, warning and critical. The warning level informs the S driver that the axle temperature is increasing and is an indication of a potential problem.
The critical level indicates that there is a serious problem with the axle. In one embodiment, when the temperature sensor hits a predetermined temperature the wheel sensor will send data to the central computer which in turn will warn the driver that there are serious problems with the axle.
Various embodiments of the present invention having been thus described in detail by way of example, it will be apparent to those skilled in the art that variations and modifications may be made without departing from the invention. The invention includes all such variations and modifications as fall within the scope of the appended claims.
Preferably, there are two levels, warning and critical. The warning level informs the S driver that the axle temperature is increasing and is an indication of a potential problem.
The critical level indicates that there is a serious problem with the axle. In one embodiment, when the temperature sensor hits a predetermined temperature the wheel sensor will send data to the central computer which in turn will warn the driver that there are serious problems with the axle.
Various embodiments of the present invention having been thus described in detail by way of example, it will be apparent to those skilled in the art that variations and modifications may be made without departing from the invention. The invention includes all such variations and modifications as fall within the scope of the appended claims.
-7-
Claims (9)
1. A sensor system for sensing an angular rotation of a brake camshaft that rotates betweezi a braking position in which brake shoes are urged against a braking surface and a rest position in which the brake shoes are spaced from the braking surface, cotnprising a magnet mounted in fixed relation to the camshaft so as to rotate with the camshaft, a plurality of detectors disposed about the brake camshaft for transmitting a signal in response to a proximity of the magnet, and a controller for receiving signals from at least some of the plurality of detectors, to determine a degree of the angular rotation of the brake camshaft, wherein when the controller determines that the degee of the angular rotation has reached a pre-selected threshold it transmits a signal.
2. The wheel sensor of claim 1, wherein the sipal activates an indicator in communication with the controller.
3. The wheel sensor of claim 1, wherein the detector comprises a Hall EfTect sensor.
4. The wheel sensor of claim 1, wherein the controller determines that the angular difference of the rest position brakes has reached a pre-selected threshold by comparing a angular rotation of the camshaft with a stored angular rotation of the camshaft corresponding to new bake shoes.
5. A method for detecting the brake push rod travel wherein a brake camshaft rotates between a braking position in which the brake shoes are urged against a braking surface and a rest position in which the brake shoes are spaced from the braking surface, comprising the steps of:
a) measuring the rotational angle of the brake camshaft, in the braking position, b) comparing the rotational angle of the brake camshaft measured in step (a) to a pre-selected rotational angle, and c) transmitting a signal when the rotational angle of the brake camshaft reaches the pre-selected rotational angle.
a) measuring the rotational angle of the brake camshaft, in the braking position, b) comparing the rotational angle of the brake camshaft measured in step (a) to a pre-selected rotational angle, and c) transmitting a signal when the rotational angle of the brake camshaft reaches the pre-selected rotational angle.
6. The method of claim 5, wherein the pre-selected rotational angle represents a braking position of the brake with worn brake shoes.
7. The method of claim 5, wherein the signal is transmitted to an indicator.
8. An axle bearing temperature sensor comprising a temperature sensor mounted proximate to a vehicle wheel bearing; a controller in communication with the temperature sensor for monitoring the temperature sensor; and an indicator in communication with the controller, wherein when the temperature of the axle bearing is detected by the controller and the temperature detected exceeds a threshold, the controller communicates to the indicator.
9. The wheel sensor of claim 1, further comprises a temperature sensor mounted proximate to a vehicle wheel bearing and in communication with the controller, and an indicator in communication with the controller, wherein the temperature of the vehicle wheel bearing is determined by the controller and communicated to an indicator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2652618A CA2652618A1 (en) | 2009-02-05 | 2009-02-05 | Vehicle wheel sensor system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2652618A CA2652618A1 (en) | 2009-02-05 | 2009-02-05 | Vehicle wheel sensor system and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2652618A1 true CA2652618A1 (en) | 2010-08-05 |
Family
ID=42538193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2652618A Abandoned CA2652618A1 (en) | 2009-02-05 | 2009-02-05 | Vehicle wheel sensor system and method |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2652618A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111919046A (en) * | 2018-03-26 | 2020-11-10 | 克诺尔轨道车辆系统有限公司 | Measuring system and measuring method for determining wear of a brake lining of a friction brake |
| DE102021203122A1 (en) | 2021-03-29 | 2022-09-29 | Siemens Mobility GmbH | Vehicle with a sensor arrangement for measuring an adjustment angle of the adjustment element, measurement arrangement and measurement method |
| CN117091826A (en) * | 2020-06-11 | 2023-11-21 | 青岛豪江智能科技股份有限公司 | Rotation test assembly and flow of electric push rod |
-
2009
- 2009-02-05 CA CA2652618A patent/CA2652618A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111919046A (en) * | 2018-03-26 | 2020-11-10 | 克诺尔轨道车辆系统有限公司 | Measuring system and measuring method for determining wear of a brake lining of a friction brake |
| CN117091826A (en) * | 2020-06-11 | 2023-11-21 | 青岛豪江智能科技股份有限公司 | Rotation test assembly and flow of electric push rod |
| CN117091826B (en) * | 2020-06-11 | 2024-05-31 | 青岛豪江智能科技股份有限公司 | Rotation test assembly and flow of electric push rod |
| DE102021203122A1 (en) | 2021-03-29 | 2022-09-29 | Siemens Mobility GmbH | Vehicle with a sensor arrangement for measuring an adjustment angle of the adjustment element, measurement arrangement and measurement method |
| WO2022207432A1 (en) | 2021-03-29 | 2022-10-06 | Siemens Mobility GmbH | Vehicle having a sensor arrangement for measuring an actuating angle of the actuating element, measuring arrangement and measurement method |
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| Date | Code | Title | Description |
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Effective date: 20140205 |