Abstract: An adjustment mechanism for a vehicle brake uses an electric motor to adjust brake clearance based on brake temperature and wheel speed. A temperature sensor transmits brake temperature data to a controller. If a brake is dragging during non-braking events, the controller identifies an increase in brake temperature and actuates the electric motor to increase brake clearance. The controller also adjusts brake clearance to accommodate for brake wear. When wheel speed is above a predetermined speed value, the controller actuates the electric motor to move a non-rotating brake component toward a rotating brake component until a predetermined temperature increase is sensed. Once the predetermined temperature increase is identified, the electric motor moves the non-rotating brake component away from the rotating brake component to provide an optimized brake clearance.

Abstract: An adjustment mechanism for a vehicle brake uses an electric motor to adjust brake clearance based on brake temperature and wheel speed. A temperature sensor transmits brake temperature data to a controller. If a brake is dragging during non-braking events, the controller identifies an increase in brake temperature and actuates the electric motor to increase brake clearance. The controller also adjusts brake clearance to accommodate for brake wear. When wheel speed is above a predetermined speed value, the controller actuates the electric motor to move a non-rotating brake component toward a rotating brake component until a predetermined temperature increase is sensed. Once the predetermined temperature increase is identified, the electric motor moves the non-rotating brake component away from the rotating brake component to provide an optimized brake clearance.

Abstract: A slider locking pin control receives feedback of the actual position of the locking pins. If the locking pins are not engaged in the trailer frame rails, then the interlock valve will vent air to release a parking brake. Once the locking pins are engaged, the interlock valve will allow the flow of air to release the parking brakes. If the vehicle operator attempts to move the vehicle, but the locking pins are not engaged, the operator will be unable to release the parking brakes. This will prevent movement of the trailer until the locking pins are engaged. The interlock valve is placed downstream of a spring brake control valve and pressurized air reservoir, such that the pressurized air reservoir can still receive pressurized air to charge, and provide air for use by various components on the trailer.

Abstract: A slider locking pin control receives feedback of the actual position of the locking pins. If the locking pins are not engaged in the trailer frame rails, then the interlock valve will vent air to release a parking brake. Once the locking pins are engaged, the interlock valve will allow the flow of air to release the parking brakes. If the vehicle operator attempts to move the vehicle, but the locking pins are not engaged, the operator will be unable to release the parking brakes. This will prevent movement of the trailer until the locking pins are engaged. The interlock valve is placed downstream of a spring brake control valve and pressurized air reservoir, such that the pressurized air reservoir can still receive pressurized air to charge, and provide air for use by various components on the trailer.

Abstract: A sensor which responds to both changes in working length and temperature is embedded in a friction lining to provide a signal indicative of both wear and temperature to an electronic control unit which interprets long term averaged change in the sensor resistance measured when the vehicle is stationary as lining wear and short term changes in sensor resistance as representative of lining temperature.

Abstract: A wheel speed sensor input circuit with sensor status detection having a comparator with a first input and a second input where both the first and second inputs are connected to a wheel speed sensor having electrical resistance where, when the status of the wheel speed sensor is to be ascertained, the second input is connected to ground through a diode using a switching transistor and the output of the comparator is driven high or low depending on the speed sensor electrical resistance where the output is high if the speed sensor is operational.

Abstract: Actual performance is used to determine vehicle braking system maintenance requirements. Measures of wheel slip are determined for each wheel of a vehicle during periods of deceleration. The determined measures of wheel slip are accumulated; and those accumulated for left wheels are compared with those accumulated for right wheels of each axially associated set of wheels, those accumulated for one axially associated set of wheels are compared with those accumulated for each of other axially associated sets of wheels, and those accumulated for tractor wheels are compared with those accumulated for trailer wheels. A predetermined difference between measures of wheel slip indicates the existence of a possible problem with the brake associated with the wheel or at least one of the set of wheels for which the least wheel slip is determined.

Abstract: A solenoid driver applies an actuation current to a solenoid for a predetermined period and a lower holding current thereafter. A switching device pulses the applied current within upper and lower limits to maintain the actuation and holding current amplitudes, the pulses being integrated by solenoid inductance into a substantially steady-state current. A multiprocessing unit determines the amplitudes of solenoid current. A signal representative of desired current amplitudes is compared with a signal representative of measured solenoid current, and a signal representative of the difference therebetween is used to control the switching device. Voltage developed across a resistor in series with the solenoid is input to a differential amplifier having connected to its output a peak detector that mimics the decay rate of current in the solenoid, the signal representative of measured solenoid current being obtained from the peak detector.

Abstract: A valve, for use with a vehicular brake system including an electronic control unit, including a valve body, a pressure regulator internal to the body, a solenoid valve internal to the body and a double-check valve internal to the body. The electronic control unit (ECU) controls the traction control valve during two modes of vehicle operation. The regulator assembly is in fluid communication with the pressurized air supply and regulates the air supplied to the brake system during one mode of operation. The solenoid valve receives pressure-regulated air from the regulator assembly and is controlled by the electronic control unit during the two modes of operation.

Abstract: An in-axle shaft speed sensor has an annular configuration and is attached to the axle differential bearing adjustment ring. An annular sensor housing ring has a radially inwardly extending flange with inwardly cantilevered tabs formed therein for absorbing by localized axial deflection the clamping loads of attachment screws. The stator ring is configured for an axial air flux gap with the rotor poles and is axially adjacent the housing ring and has cut-outs therein to permit free deflection of the tabs and prevents axial distortion of the stator ring and mis-alignment of the poles.

Abstract: Vehicle engine torque, acceleration, deceleration and brake treadle pressure are determined. Vehicle load is calculated from the engine torque and acceleration; and braking system effectiveness is calculated by comparing the determined deceleration with a deceleration predicted for the calculated vehicle load and the determined brake treadle pressure. Values representative of braking system effectiveness are accumulated and evaluated to more accurately determine when braking system service is required than is possible by merely scheduling service according to the amount of elapsed time or the number of miles driven since prior service was performed.

Abstract: A vehicle wheel speed sensor of the type using permanent magnets to generate a magnetic field having a magnetic path which is conducted through a plurality of teeth on a rotor into a plurality of teeth on a stator with relative motion therebetween where the frequency of the change in the magnetic reluctance varies at a frequency proportional to the wheel speed. The stator is mounted to the end of the axle spindle by way of a securing bolt so that the stator can be easily removed for service without disturbing the axle bearings. As a part of the stator assembly, a locating plate is provided which allows the operating gap between the rotor and the stator to be easily established upon assembly of the hub cap to the wheel hub by allowing the rotor to contact the locating plate when the hub cap securing bolts have been loosened and the axle is supported.

Abstract: An in-axle annular rotational speed sensor assembly (52) for drive axles (10) is provided which mounts directly to the drive axle differential bearing adjusters (36) in a relatively available and protected space (50) within the axle housing. The assembly utilizes the ferromagnetic adjuster to define a portion of the magnetic flux path (108) and maintains a large axial separation between the adjuster and the air gap (102) between the arrays of rotor and stator teeth (82, 100).

Abstract: An electronic module interfaces a microcomputer with the fuel injection equipment of a diesel engine so that the microcomputer, acting through the module, exercises control over the fuel injected into the engine. A pulse width modulated fuel deliver control signal issued by the microcomputer is transmitted through the module to energize a proportional solenoid actuator that positions the fuel rack. Rack position is sensed by an eddy current sensor that provides feedback through the module to the microcomputer so that the rack position is closed-loop controlled. The sensor has a measurement coil for measuring rack position and a reference coil for temperature compensation. The two coils are connected in a circuit of the module that produces a pulse width modulated feedback signal which is supplied to the microcomputer in synchronism with the fuel deliver control signal. This latter circuit comprises an L/R monostable for each coil and pulse stretchers that stretch the output pulses from the monostables.

Abstract: The glow plug control circuit (28) is coupled to one or more glow plugs (31,38) and includes a resistance bridge, the resistance (30) of the parallel connection of the glow plugs plus the resistance (76) of lead wire conductors being coupled to the bridge which has a first resistance leg, a second resistance leg, a third resistance leg (53), and a fourth resistance leg (54). A junction (128,130) between two resistance legs (56,53) is coupled to a source of voltage potential and a junction (67) between the other two resistance legs (53,54) is coupled to ground (67). A comparator (72) has plus and minus inputs (70,74) and an output (82). One junction (58) between two of the resistance legs (53,54) is coupled to the minus output (74). One of the other resistance legs coupled between the voltage source and ground includes two series connected resistors (51,52) which define a voltage divider (41) and which are coupled to the glow plugs.

Abstract: The glow plug control circuit (28) is coupled by lead wire conductors to one or more glow plugs (31-38) for energizing same and includes a resistance bridge, the resistance (30) of the parallel connection of the one or more glow plugs plus the resistance (76) of the lead wire conductors being coupled to the bridge which has a first resistance leg, a second resistance leg, a third resistance leg (53), and a fourth resistance leg (54). A junction (128,130) between two resistance legs (56,53) is coupled to a source of voltage potential and a junction (67) between the other two resistance legs (53,54) being coupled to a common or ground (67). A comparator (72) having plus and minus inputs (70,74) and an output (82) is coupled to the bridge. One junction (58) between two of the resistance legs (53,54) connected between the voltage source and ground defines a reference voltage and is coupled to the minus input (74).

Abstract: A novel electronic control circuit which may be used in different types of electronic engine control systems is disclosed. Illustrative usage in various types of electronic spark timing control systems contemplates 4, 6, and 8 cylinder engine configurations as well as single or multiple pick-ups. The circuit is intended for fabrication as an integrated circuit device to provide a low-cost unit which is advantageous in mass production usage.

Abstract: A circuit for multiplying two variables wherein one variable is represented by the pulse width of the pulses of a variable pulse width, constant frequency rectangular waveform signal and the second variable is represented by the level of a variable amplitude signal. When the value of the first variable is zero, pulses of the rectangular waveform signal have a definite non-zero pulse width. An oscillator cicuit produces a reference rectangular waveform signal having a frequency equal to that of the first rectangular waveform signal. From these two rectangular waveform signals there is developed a third rectangular waveform signal having the same frequency but having the width of its pulses directly proportional to the value of the first variable so that the pulses are of zero width when the first variable is zero.

Abstract: There is disclosed circuitry for developing ramp type signals such as sawtooth waveforms, triangular waveforms, etc. The circuitry comprises an oscillator which supplies an oscillating signal to an up/down binary counter which counts occurrences of said signal. The binary output of the counter is converted into an analog signal and supplied to an output buffer stage. An offset control is associated with the output stage whereby an offset may be introduced into the output signal produced by the output stage. A strobe control is also associated with the output stage for providing selective transmission of the output signal of the stage to an output terminal in accordance with a strobe control signal applied to the output stage. The strobe control signal and the offset control signal determine the output signal waveform shape.

Abstract: A brake service signaling system for use on a vehicle responsive to the angular relationship between an actuator lever arm and an actuator rod having an attachment clevis where a switch electrically connected to a processing unit is mounted to the attachment clevis for contact and activation with the actuator lever when the brake requires service which is signaled to the operator by the processing unit.