Patent Publication Number: US-2015084402-A1

Title: Automatic traction relay valve diagnostic using pressure transducer feedback

Description:
BACKGROUND 
     The present exemplary embodiment relates to a braking system for a vehicle. It finds particular application in conjunction with braking systems having automated braking functionality, and will be described with particular reference thereto. However, it is to be appreciated that the present exemplary embodiment is also amenable to other like applications. 
     A typical vehicle braking system for a straight truck, bus, tractor, or trailer, includes a source of pressurized air along with valves for selectively directing the air to brake chambers at the wheels of the vehicle. Vehicle air brake systems typically include a primary circuit, which is often used for driven wheels, and a secondary circuit, which is often used for non-driven wheels. A foot brake valve (FBV) is provided for enabling a user to apply the brakes. The FBV is often a valve in both the primary circuit and the secondary circuit that is controlled by a foot pedal (brake pedal) of the vehicle in response to driver demand for braking. The FBV is supplied with high pressure air from one or more reservoirs. When the FBV is actuated by driver applied force on the brake pedal, this high pressure air is directed into the primary and secondary braking circuits of the vehicle. Many such vehicle braking systems provide an antilock braking system (ABS) function, by which an electronic control unit (ECU) selectively releases and applies braking at individual wheels to prevent wheel lockup. 
     Some vehicle braking systems also provide an automatic traction control (ATC) function as well as other automated braking functions. In one aspect of ATC, an ECU selectively applies braking at individual wheels to match wheel speeds side to side to help control wheel spin that occurs in response to driver demand via the accelerator pedal. This control is typically effected by controlling a wheel end modulator associated with the wheel. The modulator provides an air flow path to the wheel that can be rapidly opened or closed by a solenoid under the control of the ECU. 
     In order to provide the ATC function, high pressure air typically is made available at the wheel end modulators in the absence of driver demand. This is commonly done by having a constant supply of high pressure air from a reservoir to an ATC solenoid that is associated with the modulators on the driven axle. In an ATC event, the ATC solenoid (relay valve) is energized under the control of the ECU to direct the high pressure air from the reservoir to the modulators. The modulators are then controlled by the ECU selectively to apply and release braking force to the wheels, to control any wheel spin. Other automated braking functions are typically initiated in the same manner, with a relay valve supplying high pressure air to the brakes and a modulator valve controlling the pressure actually delivered. 
     Unintended relay valve pneumatic application due to leakage or other causes is undesirable. Current system architectures may not provide warning or mitigation of this condition. 
     BRIEF DESCRIPTION 
     The present disclosure sets forth a method of detecting a relay valve unintended pneumatic activation, warning the vehicle operator of the condition, and mitigating the effects of the activation. 
     In accordance with one aspect, a method of diagnosing a malfunctioning brake valve configured to supply pressurized fluid to a brake unit via a pressure delivery line during automated braking operations comprises detecting a period of no braking activity, venting the pressure delivery line to atmosphere during the period of no braking activity, monitoring pressure in the pressure delivery line to detect a pressure change resulting from the venting, and generating an error signal if a detected pressure change exceeds a threshold value. 
     The venting can be performed during a period when the pressure in the pressure delivery line is expected to be at or near atmosphere, whereby no change in pressure indicates a properly functioning valve. The period when the pressure in the pressure delivery line is expected to be near atmosphere includes when no braking activity is occurring. The venting the pressure delivery line to atmosphere can include actuating a pressure modulator valve operatively connected between the brake valve and the brake unit. The monitoring can include using a pressure sensor located in a service port of the brake valve to detect pressure. The venting can be performed after an unexpected increase in pressure is detected in the pressure delivery line, whereby no pressure change after venting indicates normal operation of the brake valve and the presence of electrical drift in a signal of the transducer resulting in the unexpected increase in detected pressure, and a pressure change after venting indicates a malfunctioning brake valve. The venting can be nearly instantaneous, and preferably lasting less than up to about 100 ms. The method can further comprise disabling one or more automated braking functions when an error signal is generated. 
     In accordance with another aspect, a brake system comprises at least one fluid pressure source, at least one brake unit, a pressure delivery line for delivering pressurized fluid to the at least one brake unit from the at least one fluid pressure source, a brake valve for controlling the flow of pressurized fluid through the pressure delivery line to the at least one brake unit during automated braking operations, the brake valve operative to supply pressurized fluid to the at least one brake unit in response to a control signal, a pressure sensor for sensing pressure in the pressure delivery line at a location between the brake valve and the brake unit, a pressure modulator valve between the brake valve and the brake unit configured to exhaust the pressurized fluid to atmosphere when actuated, and an electronic controller unit operatively connected to the pressure sensor and pressure modulator valve, the electronic control unit having an input for receiving data from the pressure sensor, an output for sending a control signal to the pressure modulator valve, a memory that stores computer-executable instructions, and a processor configured to execute the computer-executable instructions. The instructions comprise actuating the pressure modulator valve to vent the pressure delivery line to atmosphere, calculating a pressure change resulting from the venting based on data received from the pressure sensor, and generating an error signal if a detected pressure change exceeds a threshold value. 
     The instructions can further comprise actuating the pressure modulator valve during a period when the pressure in the pressure delivery line is expected to be at or near atmosphere, whereby no change in pressure indicates a properly functioning brake valve. The instructions can further comprise monitoring both automated and manual braking activities for periods of inactivity. The instructions can further comprise monitoring the pressure sensor for an unexpected increase in pressure, actuating the pressure modulator valve to vent the pressure delivery line to atmosphere, and comparing the pressure before and after actuation of the pressure modulator valve, whereby no pressure change after venting indicates normal operation of the brake valve and the presence of electrical drift in a signal of the sensor, and a pressure change after venting indicates a malfunctioning brake valve. The instructions can further comprise disabling at least one automated braking feature when an error signal is generated. 
     In accordance with another aspect, an electronic controller unit for controlling an associated pressure modulator valve adapted to vent pressure from an associated pressure delivery line of a vehicle brake system comprises an input for receiving data from at least one sensor configured to sense pressure in the associated pressure delivery line, an output for sending a control signal to the associated pressure modulator valve, a memory that stores computer-executable instructions, and a processor configured to execute the computer-executable instructions to generate the control signal. The instructions comprise monitoring data received from the at least one sensor, generating a control signal to actuate the pressure modulating valve, transmitting the control signal to the pressure modulating valve via the output to vent the pressure delivery line, detecting a pressure change resulting from the actuation of the pressure modulating valve, comparing the detected pressure change to a threshold value, and generating an error signal if the detected pressure change exceeds the threshold value. 
     The instructions can further comprise actuating the pressure modulator valve during a period when the pressure in the pressure delivery line is expected to be at or near atmosphere, whereby no change in pressure indicates a properly functioning brake valve. The instructions can further comprise monitoring both automated and manual braking activities for periods of inactivity. The instructions can further comprise monitoring the pressure sensor for an unexpected increase in pressure, actuating the pressure modulator valve to vent the pressure delivery line to atmosphere, and comparing the pressure before and after actuation of the pressure modulator valve, whereby no pressure change after venting indicates normal operation of the brake valve and the presence of electrical drift in a signal of the sensor, and a pressure change after venting indicates a malfunctioning brake valve. The instructions can further comprise disabling at least one automated braking feature when an error signal is generated. 
     In accordance with yet another aspect, a brake system comprises at least one fluid pressure source, at least one brake unit, a pressure delivery line for delivering pressurized fluid to the at least one brake unit from the at least one fluid pressure source, a brake valve for controlling the flow of pressurized fluid through the pressure delivery line to the at least one brake unit during automated braking operations, the brake valve operative to supply pressurized fluid to the at least one brake unit in response to a control signal, a pressure sensor for sensing pressure in the pressure delivery line at a location between the brake valve and the brake unit, and means for detecting a period of no braking, actuating the pressure modulator valve to vent the pressure delivery line to atmosphere, and detecting a change in pressure in the pressure delivery line resulting from the actuation of the pressure modulator valve. 
     In accordance with still another aspect, a method of diagnosing a brake valve configured to supply pressurized fluid to a brake unit via a pressure delivery line during automated braking operations comprises venting the pressure delivery line to atmosphere after an unexpected increase in pressure is detected in the pressure delivery line, monitoring pressure in the pressure delivery line to detect a pressure change resulting from the venting, whereby no pressure change after venting indicates normal operation of the brake valve and the presence of electrical drift in a signal of the transducer resulting in the unexpected increase in detected pressure, and a pressure change after venting indicates a malfunctioning brake valve, and generating an error signal if a pressure change is detected. 
     The method can further comprise detecting a period of no braking activity, and venting the pressure delivery line to atmosphere during the period of no braking activity. The venting the pressure delivery line to atmosphere can include actuating a pressure modulator valve operatively connected between the brake valve and the brake unit. The method can also include taking mitigating action when an error signal is generated, the mitigating action including at least one of illuminating a warning lamp, periodically cycling the pressure modulator valve, or disabling one or more automated braking functions. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is schematic diagram of a prior art brake system; 
         FIG. 2  is a schematic diagram of an exemplary brake system in accordance with the present disclosure; 
         FIG. 3  is a block diagram of an exemplary controller in accordance with the present disclosure; and 
         FIG. 4  is a flowchart illustrating an exemplary method in accordance with the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     With reference to  FIG. 1 , an exemplary prior art air brake system is illustrated. The brake system  100  includes primary air reservoir  112  (typically for supplying a rear or trailer brake circuit) and secondary air reservoir  114  (typically for supplying a front or tractor brake circuit). The primary and secondary air reservoirs  112 ,  114  supply pressurized air to apply a set of front service brake assemblies  116   a  and rear service brake assemblies  116   b . Air lines  117  communicate the pressurized air from the reservoirs  112 ,  114  to the brake assemblies  116   a ,  116   b , via the various components of the system. 
     The air brake system  100  also includes a brake valve  120  having a foot pedal  124  that opens the valve when depressed. When open, the brake valve  120  allows pressurized air to flow from the reservoirs  112 ,  114  to relay valves  126   a  and  126   b  for actuating the service brakes. 
     Relay valves  126   a  and  126   b  also provide pressurized air to the brake assemblies  116   a  and  116   b  during automated braking operations. To this end, the relay valves  126   a  and  126   b  are connected to a controller  134  operative to actuate the valves  126   a  and  126   b  to supply pressured air when certain conditions exist warranting automated braking. Pressure modulating valves  136   a  and  136   b  are configured to modulate the actual pressure supplied to each respective brake assembly by exhausting some or all of the line pressure supplied by the relay valves to atmosphere. 
     A typical prior art air brake system may also include a variety of additional valves and components, as is known in the art. For example, tractor protection valves, quick release valves, spring brake valves, etc. are often employed. These valves and components are known in the art and are omitted from the discussion and illustration of the prior art and exemplary embodiments of the present invention for simplicity. The brake system according to the present invention, however, may utilize these and other valves and components. The illustrated brake system also includes a trailer brake circuit and other features that are shown but not described because such features are not necessarily germane to the following discussion. 
     During operation of the prior art brake system  100 , when an operator requests braking power via pedal  124 , a control pressure is communicated from brake valve  120  to relay valve  126   a  via line  119 . During an automated braking event, the controller  134  sends a signal to the relay valves  126   a  and/or  126   b  to supply pressure to the brake assemblies  116   a  and/or  116   b . The controller also sends a signal to one or more of the pressure modulating valves  136   a  and/or  136   b  to modulate the delivery of the pressure to the respective brake assemblies in a desired manner. 
     In the prior art brake system  100 , if one of the relay valves  126   a  or  126   b  malfunctions (e.g., leaks or otherwise supplies unintended pressure to the brake assemblies) it may result in a slight application of pressure to the brake assemblies causing minor drag. This type of malfunction is not easily detected by the driver, but can reduce the vehicle&#39;s efficiency. 
     Turning now to  FIG. 2 , an exemplary brake system in accordance with the present disclosure is illustrated and identified generally by reference numeral  200 . As will be described below, the brake system provides, among other things, a means for detecting a period of no braking, actuating a pressure modulator valve to vent the pressure delivery line to atmosphere, and detecting a change in pressure in the pressure delivery line resulting from the actuation of the pressure modulator valve. 
     The brake system  200  includes primary air reservoir  212  (typically for supplying a rear or trailer brake circuit) and secondary air reservoir  214  (typically for supplying a front or tractor brake circuit). The primary and secondary air reservoirs  212 ,  214  supply pressurized air to apply a set of front service brake assemblies  216   a  and rear service brake assemblies  216   b . Air lines  217  communicate the pressurized air from the reservoirs  212 ,  214  to the brake assemblies  216   a ,  216   b  via the various components of the system. 
     The air brake system  200  also includes a brake valve  220  having a foot pedal  224  that opens the valve when depressed. When open, the brake valve  220  allows pressurized air to flow from the reservoirs  212 ,  214  to relay valves  226   a  and  226   b  for actuating the service brakes. 
     Relay valves  226   a  and  226   b  also provide pressurized air to the brake assemblies  216   a  and  216   b  during automated braking operations. To this end, the relay valves  226   a  and  226   b  are connected to a controller  234  operative to actuate the valves  226   a  and  226   b  to supply pressured air when certain conditions exist warranting automated braking. Pressure modulating valves  236   a  and  236   b  are configured to modulate the actual pressure supplied to each respective brake assembly by exhausting some or all of the line pressure to atmosphere. 
     As described to this point, the brake system  200  is similar to the brake system  100  of the prior art. However, unlike prior art brake systems, brake system  200  includes features for both detecting and mitigating the effects of a malfunctioning relay valve. More specifically, each relay valve  226   a  and  226   b  has a pressure sensor (transducer)  240   a  and  240   b  associated therewith for sensing pressure at a delivery port  242   a ,  242   b  of each respective valve. Each pressure transducer  240   a  and  240   b  is operatively connected to the controller  234  and can provide the controller with continuous pressure data which, as will be described, can be utilized to detect and/or mitigate the effects of a relay valve malfunction. 
     Turning to  FIG. 3 , controller  234  includes a processor  260  and a memory  262  in which an automated braking module  264  and a relay valve diagnostic module  266  are stored. Each module comprises computer-executable instructions carried out by the processor  260  to provide various automated braking and/or diagnostic functions. The controller  234  further includes a sensor/transducer input  270  for receiving data from one or more sensors (e.g., pressure transducers  240   a ,  240   b ), and an output  272  for outputting signals to various other components (e.g., the pressure modulating valves  236   a ,  236   b ). An optional Malfunction Indicator Lamp (MIL)  276  is connected to the controller. The MIL can be activated to warn a driver of potential problems, as will be described in more detail below. Although not illustrated, the controller can include multiple inputs/outputs for interfacing with a wide variety of vehicle components (sensors, valves, etc.) 
     With reference to  FIG. 4 , an exemplary method of diagnosing a malfunctioning brake valve and/or mitigating the effects thereof in accordance with the present disclosure is illustrated. The method  300  will be described in the context of brake system  200  and begins at process step  302  with the monitoring of pressure at the delivery ports  242   a ,  242   b  of relay valves  226   a ,  226   b . In the exemplary embodiment of  FIGS. 2 and 3 , pressure transducers  240   a  and  240   b  provide pressure information to controller  234 . The pressure at each delivery port  242   a ,  242   b  can be continually monitored by controller  234  during vehicle operation. In process step  304 , if an unintended rise in pressure at a delivery port of a particular relay valve is detected, then in process step  306  the pressure modulating valve associated with that relay valve is cycled momentarily to exhaust any pressure to atmosphere (if no unexpected pressure rise, the method loops back to process step  302 ). This venting is nearly instantaneous and preferably lasts less than 100 ms. It will be appreciated that the venting period is generally about the same amount of time as it might take to release the brake. 
     Relieving pressure from a delivery port when an unexpected pressure rise is detected provides at least two functions. First, it enables verification that the pressure transducer reading indicates an actual rise in pressure and is not the result of electrical drift. An actual pressure rise can be verified by comparing the pressure at the delivery port before and after the cycling of the pressure modulating valve. Under most circumstances, the pressure should drop after cycling thereby indicating that the pressure transducer is operating correctly. However, if the pressure rise is due to electrical drift, pressure would not drop after cycling. Second, cycling the valve(s) mitigates the effect of any unintended pressure application. That is, by exhausting the pressure, any brake drag resulting from such pressure is reduced/eliminated. 
     Accordingly, in process step  308  the change in pressure at the delivery port resulting from the cycling of the pressure modulating valve is calculated. At process step  310 , if the change in pressure is zero (or less than a threshold value, for example about 2 psi to 4 psi) the method proceeds to process step  312  where the unexpected pressure rise is determined to be electrical sensor drift. The sensor can be recalibrated in process step  314 , and then the method returns to process step  302  until an unexpected pressure rise is once again detected. 
     If the pressure change is greater than zero (or greater than a threshold value for example, about 2 psi to 4 psi) then at process step  316  the unexpected pressure rise is determined to be an actual pressure rise (not due to electrical drift), and at process step  318  various mitigation actions are implemented. 
     For example, the pressure modulating valves can be periodically cycled to continue releasing/decreasing the unintended pressure until such time as the malfunctioning valve can be repaired or replaced. In addition, the Malfunction Indicator Lamp (MIL)  276  located on the vehicle dashboard can be illuminated to indicate that the vehicle brake system requires service. Active systems using automated braking such as ATC, ESC, and External Brake Demand (XBR, used by adaptive cruise control and collision mitigation systems to automatically apply brakes) can be disabled to further mitigate potential failure effects. 
     In some cases, these various mitigation actions can be applied incrementally. For example, if the unintended pressure application is relatively minor (e.g., 1-4 psi), the system can be configured to simply illuminate the MIL to alert the driver to have the brake system serviced soon. If the unintended pressure application is moderate (e.g., 4-8 psi), the system can be configured to both illuminate the MIL and begin periodic cycling of the pressure modulating valves. If the unintended pressure application is relatively major (e.g., above 8 psi), the system can be configured to illuminate the MIL, periodically cycle the pressure modulating valves, and disable all vehicle features related to automated braking. In some applications, the various different automated braking features can be individually disabled. For example, it may be desired to disable all automated braking features except traction control under some instances. It will be appreciated that various thresholds can be established for when to disable each such function. 
     It will be appreciated that pressure modulating valves are typically designed to be reliable over a finite number of activations. Care generally must be taken in the periodic activation of the pressure modulating valves described above such that the number of activations does not exceed the design limit of the PMV over the life of the vehicle. One manner to achieve this is to install more robust pressure modulating valves. In most instances, however, cost considerations would dictate that existing pressure modulating valves be utilized. 
     Accordingly, the present disclosure contemplates limits on cycling of the pressure modulating valves and/or methods for reducing the number of required activations. For example, for a given axle, only one of a pair of pressure modulating valve needs to be cycled to perform the diagnostic functions or to release unintended pressure buildup. This is because the delivery port of each relay valve is connected to both brake units of a respective axle (e.g., supplies the same pressure to brake unit on each side). Thus, by cycling only one pressure modulating valve in each period, the number of cycles of the pair of pressure modulating valves on the axle is reduced. 
     It should be appreciated that, during service brake applications, the pressure transducers located at the relay valve delivery ports can be cross-checked with each other and with a pressure transducer  244  located at the delivery of the foot brake valve  220 . This cross-check provides fault detection for failures in any of the three pressure transducers  240   a ,  240   b  and/or  244 . 
     It should also be appreciated that aspects of the disclosure are directed to the periodic activation of the pressure modulating valves during normal vehicle operation to perform further diagnostics on the pressure transducers and to ensure that very small applications of pressure at the relay valves delivery (e.g.—less than 6 psi) can be reliably detected. For example, during times when no braking is occurring (manual or automated) and/or times when braking is not expected, the controller can be configured to cycle one or more of the pressure modulating valves to perform diagnostics on the valves and or transducers. By periodically performing the diagnostics, relatively low unintended pressure applications can be detected using existing pressure sensors/transducers. 
     The exemplary embodiment has been described with reference to the preferred embodiments. Obviously, modifications and alterations will occur to others upon reading and understanding the preceding detailed description. It is intended that the exemplary embodiment be construed as including all such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.