Field of the Invention

The present invention relates to a system and method for operating an emergency brake and in particular, but not exclusively, to a system and method of operating a drive line emergency brake.

Background of the Invention

Emergency or park brakes are often provided on commercial, transport or heavy vehicles to arrest motion of a vehicle in an emergency situation, for example, where the normal service brake is inoperable, for example, due to a loss of pneumatic or hydraulic pressure. An emergency brake system may operate directly on the wheels of a vehicle, or alternately may be mounted on a drive line of the vehicle to provide braking torque to the or each drive shaft of the vehicle. In relation to a drive shaft mounted emergency brake, the braking torque applied to the drive shaft is transmitted through the differential to the driven wheels. This is advantageous as the differential multiplies the torque by the diff ratio (typically around 4:1), thus smaller brakes with less braking force can be used to retard a larger vehicle than similar sized brakes mounted on the wheels. A potential issue with this arrangement is that a sudden application of braking torque to the drive line can cause shock loads through the drive line which may damage drive line components. This may be particularly important during dynamic applications of the brake.

Embodiments of the present invention was developed with a view to overcoming the above mentioned deficiency in drive line brake systems. However, embodiments of the present invention are not limited in their application to drive line brake systems and may be incorporated in wheel brakes, or indeed in other machines which require braking of rotating components such as crane winches.

Summary of the Invention

One aspect of the invention may provide a method of operating an emergency brake for arresting the motion of a motor vehicle, the method comprising: sensing the speed V of the motor vehicle; and, upon activating the emergency brake, automatically applying braking torque to a rotating component of the motor vehicle at a rate dependent on the sensed speed V.

Automatically applying braking torque may comprise: when V > V _set increasing braking torque from T _m j _n to Ti; and subsequently increasing braking torque from T ₁ to T _max ; and, when V < V _set increasing braking torque from T _mjn to T ₂ , where T _max > T ₂ > Ti > T _m in.

In one embodiment when V > V _set , the step of subsequently increasing braking torque from Ti to T _max may comprise increasing braking torque from T ₁ to T ₂ where T ₂ > T ₁ > T _m j _n and subsequently increasing braking torque from T ₂ to T _max.

The method may, comprise when V > V _set , and the emergency brake is activated providing a delay in increasing braking torque from T ₁ to T ₂ .

A second aspect of the invention may provide a method of operating an emergency brake for arresting the motion of a motor vehicle where the emergency brake applies a minimum braking torque T _m in when an associated brake line pressure is at a first pressure P _A and applies a maximum braking torque T _max when brake line pressure is at a second pressure P _B , the method comprising: sensing the speed V of the motor vehicle; and, upon activating the emergency brake, automatically varying brake line pressure form PA to PB at a rate dependent on the sensed speed V.

For example when the brake is a spring applied hydraulic released brake PA is a maximum brake line pressure P _max and P _B is a minimum brake line pressure Pmin. Conversely when the emergency brake is a hydraulic applied brake P _A is a minimum brake line pressure P _min and P ₆ is a maximum brake line pressure Pm _a x _. In both instances the application braking torque is varied from T _m j _n to T _max at a rate dependent on sensed speed V.

A third aspect of the invention may provide a method of operating an emergency brake for arresting the motion of a motor vehicle where the emergency brake has a fully released state when an associated brake line pressure is at P _max and a fully applied state when brake line pressure is at P _mιn where P _max > Pmm, the method comprising: sensing the speed V of the motor vehicle; upon activating the emergency brake, automatically relieving brake line pressure at a rate dependent on the sensed speed V.

Automatically relieving brake line pressure may comprise relieving brake line pressure from P _max to Pi when V > V _set where the V _set > 0 and Pi > P _m ,n; and, subsequently relieving P ₁ to P _mιn ; and, relieving P _max to P2 when V < V _set and subsequently relieving P ₂ to P _m , _n , where P ₁ > P ₂ > P _min .

In one embodiment when V > V _set , the step of subsequently relieving P ₁ to P _mιn may comprise relieving brake line pressure from P ₁ to P ₂ where P ₁ > P ₂ > P _m m and subsequently relieving brake line pressure from P ₂ to P _mιn .

The method may, comprise when V > V _set , and the emergency brake is activated, delaying the relieving of the brake line pressure from P ₁ to P ₂ .

The method may comprise automatically activating the emergency brake upon detection of an interlock event relating to operation of the vehicle.

The interlock event may comprise any one of (a) a driver's door of the vehicle being open; (b) any door of the vehicle being open; (c) a driver's seat belt being disengaged while a driver is on a driver's seat; (d) a passenger's seat being disengaged while a passenger is on a seat associated with the passenger's seat belt.

The method may comprise coupling the emergency brake with a drive line component of the motor vehicle wherein the emergency brake when applied applies braking torque to the drive line component.

A fourth aspect of the invention may provide a method of operating an emergency brake for arresting motion of a machine where the brake has a fully released state when an associated brake line pressure is at P _max and a fully applied state when brake line pressure is at P _m i _n where P _max > Pmin, the method comprising: providing n parallel fluid communication paths between the brake and a fluid tank where n is an integer >2, wherein said fluid communication paths are closed prior to activation of the emergency brake and each fluid communication path, when open, is configured to enable brake line pressure to be relieved to respective pressures P ₁ , P ₂ ....P _n where P _max > P ₁ > P ₂ > .... > P _n > Pmin; sensing a speed V of the machine or a component thereof; and, automatically opening one or more of the fluid communication paths upon activation of the emergency brake dependent on the sensed speed V.

The method may comprise opening the path enabling brake line pressure to be relieved to pressure Pj when Vj _-1 > V > Vj and the emergency brake is activated where VM > V ₁ .

The method may comprise, subsequent to the opening of the path commensurate with the sensed speed V being at Vi, subsequently opening each other; path enabling progressive pressure relief to P _min.

In one embodiment where the machine is a motor vehicle, the method may comprise automatically activating the emergency brake upon detection of an interlock event relating to operation of the vehicle.

The detecting an interlock event may comprise detecting any one of (a) a driver's door of the vehicle being open; (b) any door of the vehicle being open; (c) a driver's seat belt being disengaged while a driver is on a driver's seat; (d) a passenger's seat being disengaged while a passenger is on a seat associated with the passenger's seat belt.

The method may comprise coupling the emergency brake with a drive line component of the motor vehicle wherein the emergency brake when applied applies braking torque to the drive line component.

A fifth aspect of the invention may provide an emergency brake system having a brake with a fully released state when an associated brake line pressure is at Pm _a x and a fully applied state when brake line pressure is at P _mi n where P _max is greater than P _m j _n the emergency brake system comprising: at least first and second fluid communication paths between the brake and a fluid tank, wherein each path is closed prior to activation of the emergency brake; a first pressure relief valve configured to reduce brake line pressure to Pi in the first fluid communication path; a second pressure relief valve which is configured to reduce brake line pressure to P ₂ in the second fluid communication path wherein P _max > Pi > P ₂ >

Pminl a speed sensing device of a sensing a speed V of a machine or a component thereof to which the emergency brake is coupled; wherein one or more of the fluid communication paths is opened to automatically relieve brake line pressure upon activation of the emergency brake dependent on the sensed speed V.

The brake may be configured so that when V > V _set and the emergency brake system is activated: the first fluid communication path is opened to relieve brake line pressure to P-i; and, the brake line pressure is subsequently relieved to P _mln ; and, when V < V _set and the emergency brake is activated, the second fluid communication path is opened to relieve brake line pressure to P ₂ and the brake line pressure is subsequently relieved to P _m i _n , where Pi > P ₂ > Pmin-

The brake system may be configured so that when V > V _se t: the second fluid communication path is opened after the brake line pressure is relieved to pressure P1 to relieve brake line pressure to P ₂ where Pi > P ₂ > Pmin-

The brake system may be configured so that when V > V _set , and the emergency brake system is activated: there is a delay between the brake line pressure relieving to Pi and subsequently opening the second fluid communication path.

According to a sixth aspect of the invention there is provided an emergency brake system having a brake with a fully released state where braking torque applied by the brake is at a minimum T _min and an associated brake line pressure is at P _A and a fully applied state where braking torque applied by the brake is at a maximum T _max and brake line pressure is at PB the emergency brake system comprising: at least first and second fluid communication paths between the brake and a fluid tank, wherein each path is closed prior to activation of the emergency brake; a first valve in the first fluid communication path configured to vary brake line pressure to Pi to apply braking torque T-i; a second valve in the second fluid communication path which is configured to vary brake line pressure to P ₂ to apply a braking torque T ₂ where Tm _a x > T ₂ > Ti > Tmin and P1 , P ₂ are between P _A and P _B ; a speed sensing device of a sensing a speed V of a machine or a component thereof to which the emergency brake is coupled; wherein one or both of the fluid communication paths is opened to automatically relieve brake line pressure upon activation of the emergency brake dependent on the sensed speed V.

In one embodiment when V > V _set and the emergency brake is activated, the first fluid communication path is opened to enable the brake to apply a braking torque of Ti; and subsequently apply braking torque T _max ; and, when V < V _set and the emergency brake is activated, the second fluid communication path is opened to enable the brake to apply braking torque of T ₂ and subsequently apply braking torque of T _max .

In this embodiment when V > V _set , the second fluid communication path is opened after the braking torque has reached Ti to subsequently enable the brake to apply braking torque T ₂ .

The brake system may comprise sensors for detecting one or more interlock events relating to operation of the machine wherein the emergency brake system is configured to automatically activate when a sensor detects an interlock event.

When the machine is a motor vehicle the sensors may comprise sensor to detect any one of (a) a driver's door of the vehicle being open; (b) any door of the vehicle being open; (c) a driver's seat belt being disengaged while a driver is on a driver's seat; (d) a passenger's seat being disengaged while a passenger is on a seat associated with the passenger's seat belt.

The brake may comprise a braking surface coupled with a drive line component of the motor vehicle and at least one a friction pad, wherein when the emergency brake is the at least one friction pad is pressed against the braking surface to apply applies braking torque to the drive line component

The brake system may comprise a first normally open solenoid check valve in the first fluid communication path and a second normally open solenoid check valve in the second fluid communication path wherein the first and second communication paths are closed by supplying electrical power to the respective solenoid check valves.

Brief Description of the Drawings

An embodiment of the present invention will now be described by way of example only with reference to the accompanying drawings in which:

Figure 1 depicts a hydraulic circuit for the purposes of illustrating embodiment of the method and system for operating an emergency brake in accordance with the present invention;

Figure 2a depicts a pressure curve for a brake operated in accordance with an embodiment of the present method and system;

Figure 2b depicts a brake torque curve for a brake operated in accordance with an embodiment of the present method and system; and,

Figure 3 is a flow chart depicting one of a variety of different methods of applying the brake in accordance with the present invention.

Brief Description of Preferred Embodiment

It is common for various types of machines, in particular, vehicles, to be fitted with emergency brakes which can be activated in the event that a service brake fails to operate. Such emergency brakes may also operate automatically in the event of a failure in an electrical system of the vehicle. In the case of a vehicle, the emergency brake may act either directly on: a brake drum or rotor of one or more wheels of the vehicle; or, the drive line and specifically on a drive shaft which transfers torque from an engine to a differential. Embodiments of the present invention may be applied in relation to wheel brakes or a drive line brake. When applied as a drive line brake, the brake system may comprise a braking surface such as a rotor or drum coupled with a drive line component such as a drive shaft and at least one friction pad that can be pressed against the braking surface.

While the exact nature of the emergency brake is not critical to the present invention one form of emergency brake to which embodiments of the present invention may be applied is a spring applied hydraulic release emergency brake of the type described in US patent No. 6,412,612.

This type of emergency brake has a fully released state when an associated brake line pressure is at a maximum pressure P _max , corresponding to a minimum braking torque T _min , and a fully applied state when the brake line pressure is P _m in corresponding to a maximum braking torque T _max . Mechanical springs are used to push a brake pad against a rotating or otherwise moving member such as a drum or rotor. The force of the springs is counteracted by hydraulic pressure. The hydraulic pressure acts against the bias of the springs in which event the emergency brake is in an unapplied or OFF state allowing continued rotational movement of the member. When the hydraulic pressure is released, the springs, no longer being acted upon by hydraulic pressure are able to push the brake pads against the moving member to cause a braking effect.

Figures 1-3 depict an embodiment of the method and system 10 for operating a spring applied hydraulic release brake 18. However embodiments of the invention can also be applied to a hydraulic applied brake. In both types of brake the effect is the same in terms of applying braking torque automatically at a rate dependant on sensed speed of a motor vehicle or other machine to which the brake is coupled. In the case of a spring applied hydraulic released brake associated brake line pressure is reduced from P _max to P _m j _n ; whereas for the hydraulic applied brake, associated brake line pressure is increased form

Pmin tO Pmax ■

The method in broad terms comprises, at step 12 in Figure 3, sensing the speed of the machine or component of the machine or component of the machine, and in the event that the emergency brake is activated as indicated at step 14, automatically applying braking torque at a rate dependent on the sensed speed V _se t, as depicted in step 16.

Figure 1 depicts a hydraulic circuit for one embodiment of the system 10 for operating a spring applied hydraulic released brake 18. The system 10 comprises first and second fluid communication paths 20 and 22 respectively which provide fluid, and thus pressure communication between the brake 18 and a reservoir or a hydraulic fluid tank 24. The paths 20 and 22 are coupled in parallel between the tank 24 and a common brake line 26 of the brake 18. A first pressure relief valve 28 is provided in the first fluid communication path 20 for reducing brake line pressure, i.e. pressure in a brake line 26 to a pressure Pi depicted in Figure 2a.

Similarly, a second pressure relief valve 30 is provided in the second fluid communication path 22 to relieve brake line pressure to a pressure P ₂ where Pmax > Pi > P ₂ - When a machine to which the brake 18 and system 10 is fitted is in use, pressure in the brake line 26 is at a maximum pressure P _max and the fluid communication paths 20 and 22 are closed so that the pressure in the brake line acts against the bias of the springs and thus the brake 18 is in an unapplied or OFF state, and thus braking torque is at a minimum T _min , which in practice will be, or close, to ONm.

A pressure switch 32 is provided in the brake line 26 for operating a pump 34, to maintain pressure in the brake line 26 at P _max when the brake 18 is in an unapplied state.

In the event that the speed of the machine, for example, a vehicle is greater than a predetermined set speed V _set for example, 20 kilometres per hour, and the emergency brake is operated the system 10 initially opens the fluid communication path 20 causing a reduction in brake line pressure from P _ma χ to Pi and corresponding partial application of braking torque from T _m i _n toTi. This is represented in Figures 2a and 2b. The partial application of the full braking torque reduces the load placed on the drive line. Sometime after the braking torque has increased to Ti (i.e. brake line pressure has reduced to Pi), the second fluid communication path 22 is opened causing a reduction in brake line pressure from Pi to P ₂ and a corresponding increase in brake torque from Ti to T ₂ . This commences at a time t _c , with the braking torque and brake line pressure reaching T ₂ and P ₂ at a time U

Thereafter, the brake line pressure is allowed to bleed down to P _m in for example through a leakage path in one or both of the relief valves 28 and 30, providing a progressive increase in braking torque to the full braking torque T _max.

The time between opening of the first and second fluid communication paths 20 and 22, represented by the difference in time t _b and t _c can be determined using different criteria. One criteria may be related to speed the vehicle and another may be based on the effluxion of time independent of vehicle speed. For example, say the system 10 is applied to a vehicle where the speed V _se t = 20k/h. If the vehicle is travelling at 50km/hour and the emergency brake is activated, the fluid communication path 20 will initially open dropping the brake line pressure from P _max to P-i. The brake line pressure may then be held at Pi or substantially at Pi until the vehicle speed has been sensed as dropping below 20kms per hour. At that time, time t _c , the second communication path 20 is opened allowing brake line pressure to drop from Pi to P ₂ .

Alternate, if desired a simple counter may be applied or used in the system 10 to open the fluid communication path 22 either a preset time after opening of the fluid communication path 20, or alternately a preset time after the braking torque has reached T ₁ , corresponding to brake line pressure dropping to the pressure P-i.

In yet a further variation, a combination of vehicle speed and time delays may be incorporated to control the sequential opening of the paths 20 and 22. For example, in the above scenario if the vehicle speed is sensed as dropping to less than 20km/h, the timer may operate to open the second path 22 say half a second after braking torque has reached Ti.

Respective two position solenoid operated check valves 35 and 36 are connected in series in the fluid communication paths 20 and 22. The valves 35 and 36 are configured so that when there respective solenoids are energised, their respective internal check valves 38 and 40 are connected into the fluid paths 20 and 22 which prevent a flow of fluid and communication of fluid pressure in the direction from the brake 18 to the tank 24. However, reverse fluid flow is possible through the respective check valves. This allows the pump 34 to operate to pressurise the brake line 26 to the pressure P _max as required by the pressure switch 32.

When the emergency brake is activated, power is cut off to the solenoid of the valve 35 causing the valve 34 to place its normally open port 42 in the path 20 allowing fluid communication between the brake line 26 and the tank 24 via the relief valve 28. The brake line pressure P _ma χ is able to relieve or drop to the pressure Pi through the valve 28. Similarly, when power to the solenoid of valve 36 is turned off, its normally open port 44 is connected into the path 20 allowing pressure in the brake line 26 to be relieved through the relief valve 30 to the pressure P ₂ .

The opening of the fluid communication paths 20 and 22 is also represented in Figure 3 as the expansion of step 16 which comprises a number of sub steps. The first of these is step 52 where a determination is made as to whether or not the sensed speed V > V _set . In the event that V is greater than V _set , then the method proceeds to step 54 where the braking torque applied is Ti. This corresponds to the brake line pressure being reduced to Pi which is achieved by opening of the fluid communication path 20 (corresponding to de-energising the solenoid of valve 35). Thereafter, when speed V has dropped to or below V _set at step 56 the braking torque is increased to T ₂ , by de-energising the solenoid of valve 36 thereby opening of the fluid communication path 22 and thus reducing brake line pressure is reduced to pressure P ₂ . Finally, the brake line pressure is allowed to bleed to P _m i _n (which typically is 0 psi) at step 58 representing maximum torque T _max applied by the brake. It may be the case that the maximum torque is not applied until after the vehicle has come to a complete stop.

In the event that step 52, it is determined that the speed of the vehicle V < V _se t then the system may operate to increase braking torque from T _m i _n to T ₂ by reducing brake line pressure from P _max to P ₂ . This is represented in Figures 2a and 2b by the lines T _x and P _x respectively. Thereafter, the braking torque progressive increases to T _max by virtue of the brake line pressure bleeding to 1 min-

The system and method 10 may further have provision for preventing the operation of a normal service brake when the emergency brake is activated. This may be achieved by way of a simple logic circuit which, upon detection of activation of the emergency brake (eg by detecting de-energising of the solenoids for valves 35 or 36) disables operation of the service brake.

Activation of the emergency brake may be via a switch in a cabin of a vehicle to which the system 10 is installed. The system 10 may also be configured to automatically operate to apply the emergency brake when an interlock is triggered. Examples of such an interlock include for example when the driver's and for a passenger's door is open or the driver's or indeed any passenger's seat belt is not engaged. The system 10 may comprise appropriate sensors to enable such operation or be coupled with or spliced into existing vehicle sensors for detecting such events.

Now that an embodiment of the present invention has been described in detail it would be apparent to those skilled in the relevant arts that numerous modifications and variations may be made without departing from the basic inventive concepts. For example, the system 10 described and illustrated has two fluid communication paths 20 and 22. However, more communication paths may be provided in parallel each providing automatic application of braking torque from T _min to T _max via any number of graduated steps. In such an embodiment each of the paths may be opened either on the basis of different detected speeds of the machine or component thereof, or on the basis of the effluxion time independent of speed, or a combination thereof in the same manner as described hereinabove. For example there may be n paths for allowing brake line pressure to progressive bleed to pressures P _max > Pi > P ₂ ... P _n > Pmin, for the spring applied hydraulic released brake 18 (or to progressively increase from pressure Pminto P _n < ....P ₂ < Pi < Pmax for a hydraulic applied brake) where n is an integer > 2. In this embodiment the trigger speed for opening a particular path is V _n , ie \Λ > V ₂ ....V _n . The path enabling braking torque to increase to torque Tj corresponding with pressure relief to pressure Pi is opened when sensed speed Vn > V > Vj. In an example the trigger speeds may be Vi=110km/h, V ₂ = 80km/h, V ₃ =40km/h and V ₄ =20km/h. If sensed speed V=70km/h then the appropriate fluid paths are opened to enable pressure relief from P _ma χ _to P ₃ , and braking torque to increase from Tmin to T ₃ . Thereafter the paths enabling pressure relief to pressures P ₄ and Pmin are opened to allow progressive pressure reduction to P _min and thus maximum braking torque.

The embodiment of the system 10 is shown in relation to a spring applied hydraulic released brake 18. However an embodiment of the system can be readily applied to a hydraulic applied brake by replacing the brake' 18 with the tank 24, and fitting a brake to hydraulic circuit at the location occupied by the tank in Figure 1 and changing the valves 35 and 36 to normally closed check valves. Thus maximum brake line pressure is available in the line 26, but this pressure can not be communicated to the brake when the paths 20 and 22 are closed. When the emergency brake is activated one or both of the paths 20, 22 is opened allowing the brake line pressure to communicated to the brake to effect braking.

All such modifications and variations together with others that would be obvious to a person of ordinary skill in the art are deemed to be within the scope of the present invention, the nature of which is to be determined from the above description and the appended claims.