US20020005780A1 - Anti-lock brake system for a vehicle, such as a truck or a trailer, including back-up alarm and/or lamps - Google Patents
Anti-lock brake system for a vehicle, such as a truck or a trailer, including back-up alarm and/or lamps Download PDFInfo
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- US20020005780A1 US20020005780A1 US09/742,584 US74258400A US2002005780A1 US 20020005780 A1 US20020005780 A1 US 20020005780A1 US 74258400 A US74258400 A US 74258400A US 2002005780 A1 US2002005780 A1 US 2002005780A1
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- control module
- vehicle
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- electronic control
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Classifications
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
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- 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
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/329—Systems characterised by their speed sensor arrangements
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- 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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C19/00—Bearings with rolling contact, for exclusively rotary movement
- F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
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- 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
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
- F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
- F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
- F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
- F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
- F16D55/2265—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing
- F16D55/227—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing by two or more pins
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/04—Bearings
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/04—Bearings
- G01M13/045—Acoustic or vibration analysis
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P1/00—Details of instruments
- G01P1/02—Housings
- G01P1/026—Housings for speed measuring devices, e.g. pulse generator
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/443—Devices characterised by the use of electric or magnetic means for measuring angular speed mounted in bearings
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
- G01P3/487—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals delivered by rotating magnets
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/42—Devices characterised by the use of electric or magnetic means
- G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
- G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
- G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
- G01P3/488—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals delivered by variable reluctance detectors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/10—Mounting of suspension elements
- B60G2204/11—Mounting of sensors thereon
- B60G2204/115—Wheel hub bearing sensors
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- 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
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/08—Driving in reverse
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18036—Reversing
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- 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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C19/00—Bearings with rolling contact, for exclusively rotary movement
- F16C19/54—Systems consisting of a plurality of bearings with rolling friction
- F16C19/546—Systems with spaced apart rolling bearings including at least one angular contact bearing
- F16C19/547—Systems with spaced apart rolling bearings including at least one angular contact bearing with two angular contact rolling bearings
- F16C19/548—Systems with spaced apart rolling bearings including at least one angular contact bearing with two angular contact rolling bearings in O-arrangement
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- 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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2233/00—Monitoring condition, e.g. temperature, load, vibration
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- 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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2326/00—Articles relating to transporting
- F16C2326/01—Parts of vehicles in general
- F16C2326/02—Wheel hubs or castors
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- 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
- F16D51/00—Brakes with outwardly-movable braking members co-operating with the inner surface of a drum or the like
- F16D2051/001—Parts or details of drum brakes
- F16D2051/003—Brake supports
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- 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
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
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- 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
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
- F16D2125/40—Screw-and-nut
Abstract
Description
- This application claims the priority of provisional application Serial No. 60/171,741, filed on Dec. 22, 1999, and entitled “Sensing System For a Trailer Wheel”.
- This invention is generally directed to an anti-lock brake system (ABS) or an electro-pneumatic brake system (EBS) for a vehicle, such as a trailer, which is used to perform a function of the vehicle when it is in reverse. More particularly, the invention contemplates an ABS or EBS which is used to power an audible back-up alarm and/or a back-up lamp when a trailer is in reverse.
- Historically in the North American trucking industry, there has been a limited number of electrical connections available between a tractor and a trailer. One connector is available. This is defined by the Society of Automotive Engineers (SAE) J560 standard and the following circuits are available:
- 1 White Ground return to tractor
- 2 Black Clearance, side marker and identification lamps
- 3 Yellow Left turn signal and hazard lamps
- 4 Red Stop lamps (and anti-lock brake system power)
- 5 Green Right turn signal and hazard lamps
- 6 Brown Tail and license plate lamps
- 7 Blue Auxiliary
-
Pin 7 has been considered a general purpose pin which was used as the particular vehicle operator required. For example,Pin 7 can be used to light an interior lamp (dome lamp) in the trailer or to light a back-up lamp. Two disadvantages become apparent. First, if the owner wanted both back-up lamps and dome lamps, this could not be accommodated. Second, since tractors and trailers are constantly intermixed, incompatibility becomes an issue. For example, if a tractor is wired to turn on trailer back-up lamps automatically, this would just light the interior lamps on a trailer which used the auxiliary circuit for this purpose. - Since March of 1997 for tractors, and since March of 1998 for trailers, the use of this circuit on
Pin 7 has largely been standardized to supply power, but only when the ignition is switched on. This circuit powers the ABS on the trailer. The circuit onPin 7 may also be utilized by other devices. This has helped to standardize the use of this circuit. The downside, however, is that there is now no circuit available for functions. - It should be noted that if an operator wants to have an additional connector to handl one or more auxiliary functions, this is entirely possible. This works well for a particular tractor-trailer combination, or at best within a particular small fleet. It is not a mainstream solution because tractors and trailers are constantly intermixed. Even if tractors and trailers always stayed within the same fleet, it would still be practically impossible to re-equip an entire large fleet which could easily have more than ten thousand trailers.
- Concentrating in particular on audible back-up alarms and back-up lamps, these are very desirable to have on trailers. There is an obvious advantage when backing up at night. An audible back-up alarm is very desirable, even during daytime when backing up in areas busy with pedestrian traffic. A construction site is a good example of this type of environment. An alarm at the back of the trailer is preferable to an alarm mounted on the tractor which may be forty-five feet forward and may not be heard in a noisy environment.
- ABS technology provides a mechanism by which an audible back-up alarm and/or a back-up lamp can be practically and economically implemented on a trailer. It should also be noted that, in the future, more advanced brake controls known as Electro-pneumatic Brake Systems (EBS) may replace the basic ABS of today. EBS generally incorporate the ABS function and also require wheel speed sensors.
- As shown in FIG. 1, the wheel speed sensors provide wheel speed information to the electronic control module (ECM) of the anti-lock brake system. The ECM signals the pneumatic control module (PCM) of the anti-lock brake system to modify air pressure level at the brake chambers. The braking level is controlled so that the wheels continue to rotate, or at least rotate most of the time, even during heavy braking. The overall process is described in detail in numerous patents and in the pending U.S. patent application Ser. No. 09/306,921, which is commonly owned by the assignee herein.
- The current industry standard sensing mechanism uses a variable reluctance (VR) sensor together with a toothed ring which is fitted to the back of the wheel hub. The sensor consists of a magnet, a coil of wire and a metal pole piece, all of which are enclosed in a cylindrical casing of about 2½ inches long and ⅝ inches diameter. The toothed ring generally has 100 teeth.
- As the wheel rotates, magnetic flux through the coil in the sensor is present to a greater or lesser degree depending on whether a tooth is directly over the pole piece in the face of the sensor. This changing flux induces an alternating voltage in the coil which is approximately sinusoidal. The frequency is proportional to the speed of the wheel and the proportionality relationship is about 14 Hertz (cycles per second) per mph. The frequency signal is used by the ECM to determine the speed of the wheel. The amplitude of the signal is highly dependent on the gap between the face of the sensor and the toothed ring and it also increases with wheel speed. Generally the amplitude information is not used directly by the ECM.
- The sensor is located in a bore in a metal block which is welded to the axle behind the hub. A sleeve within the bore retains the sensor so that its face remains close to the toothed ring.
- The VR sensors do not measure “zero” speed. The VR sensors generate voltage in response to changing magnetic flux but the VR sensors do not respond to absolute flux levels. As such, the VR sensors cannot determine whether the pole of the sensor is opposite a tooth or a gap if the ring is stationary. Very slow rates of rotation, for example below one mile per hour depending on the sensor gap, do not generate enough alternating voltage for the ECM to determine that rotation is actually occurring.
- Passenger car ABS sensing technology sometimes uses “active” sensors. The active sensors have a semiconductor-type element to replace the coil in conventional VR sensors. This semiconductor-type element measures the actual level of magnetic flux, not a rate of change. These active sensors can measure close to “zero” speed as the active sensors respond to each change from a tooth to a gap, or vice versa, regardless of speed. For active sensors, the toothed ring can be replaced by a circular multi-pole magnet which may be considered to be an exciting ring.
- In addition to the sensing element, active sensors also require integrated electronic circuitry to amplify the signal to reasonable levels for transmission to the ECM. Hence, active sensors use several “active” electronic components. Either a two or a three-wire connection to the ECM is required. An approximate square wave signal with levels of zero and five volts would be typical for a three-lead design. The three leads are power, ground and signal. For a two-lead design, two different current levels with typical values of seven mamps and fourteen mamps would be used. The two leads are power and ground, with current variation being sensed by the interface electronics.
- From a functional perspective, “zero” speed sensing of itself, does not provide a significant advantage for a simple trailer ABS product. In certain circumstances, however, this active technology provides implementation advantages. Also, as will be discussed here, and in related patent applications owned by the assignee herein, this technology allows easier implementation of certain features which can be added to a basic trailer ABS product.
- As noted, prior art ABS have wheel speed information available to them. Prior art ABS do not have information as to whether rotation is forward or reverse.
- In the production machine industry, such as forging machines, reverse speed sensing arrangements have been used. Reverse speed sensing is frequently implemented using a pair of sensors with a technique known as quadrature. Essentially, the sensors are placed an integral number of tooth spacings away plus one-fourth of a tooth spacing. If a tooth spacing is considered to be 360 degrees, then the one-fourth corresponds to 90 degrees. By checking whether a positive edge follows a positive edge, or whether a negative edge follows a positive edge, the direction of rotation of the wheel can be detected. Techniques for doing this are well-known to those familiar with the state of the art.
- FIG. 2 is a suitable logic circuit which implements this function. Signals A and B show two square waveforms in quadrature. Signals A and B are assumed to originate from two separate sensors appropriately spaced on the toothed ring. Square waves like those shown can be produced directly by active sensors. A high level represents when the approximately sinusoidal voltage from the sensor is positive, and a low level represents when the approximately sinusoidal signal from the sensor is negative. Suitable signal conditioning circuits for VR sensors are in common use and are well-known to those skilled in the art.
- Assuming suitable square wave signals, A and B, the circuit of FIG. 2 provides a possible implementation of the electronics required to interpret the quadrature signals. The flip-flop clocks the information from input to output when there is a positive edge at its clock input. Thus, the flip-flop clocks on positive edges of the A waveform. It will be seen that the output C is low for forward rotation, and the output C is high for reverse rotation. The C line is fed to a controller which operates under stored program control. The stored program makes the decision to provide power to the alarms and lamps, or for other purposes.
- While conventional VR sensors are acceptable for determining direction, some issues arise. First, two separate sensors are required. Second, precise mounting of the sensors are required, particularly in relation to each other. There is also the issue that two separate signal conditioning circuits are required. Speed sensitivity of the output of a VR sensor is also a concern. At a very low speed, there is only a very low amplitude signal and it would be desirable to power the alarm and/or lamps, even when moving at very slow speed.
- The present invention provides novel structure for sensing the direction of the trailer using ABS or EBS. Other features and advantages of the present invention will become apparent upon reading the attached specification in combination with a study of the drawings.
- A general object of the present invention is to provide an anti-lock brake system (ABS) or an electro-pneumatic brake system (EBS) for performing a function of a vehicle when the vehicle is in reverse.
- Another object of the present invention is to provide an ABS or EBS which is used to power an audible back-up alarm and/or a back-up lamp when the vehicle is in reverse.
- Briefly, and in accordance with the foregoing, the present invention discloses an ABS or EBS for a vehicle, such as a trailer or a truck, which activates a function on the vehicle, such as an audible back-up alarm and/or a back-up lamp, when the vehicle is reversing. A sensor member is mounted on an axle of the vehicle is used to determine the speed of rotation of the wheel and to determine the direction of rotation of the wheel by sensing an exciting ring which rotates with the wheel. A controller processes information from the sensor member regarding the wheel speed and the direction of wheel rotation. A circuit causes the function on the vehicle to be performed when it is activated by the controller.
- The organization and manner of the structure and operation of the invention, together with further objects and advantages thereof, may best be understood by reference to the following description, taken in connection with the accompanying drawings, wherein like reference numerals identify like elements in which:
- FIG. 1 is a block diagram of a prior art anti-lock brake system;
- FIG. 2 is a prior art schematic for sensing direction;
- FIG. 3 is a block diagram of an anti-lock brake system (ABS) or an electro-pneunmatic brake system (EBS) which incorporates the features of the present invention;
- FIG. 4 is a side elevational view of a trailer and a partial side elevational view of a tractor on which the ABS or EBS which incorporates the features of the present invention is used;
- FIG. 5 is a partial cross-sectional view of a wheel mounting apparatus which includes a wheel speed sensor which incorporates the features of the invention;
- FIG. 6 is an enlarged section of FIG. 5;
- FIG. 7 is a perspective view of a portion of the wheel speed sensor;
- FIG. 8 is an enhancement circuit which is used in the present invention;
- FIG. 9 is an electronic schematic of an implementation of the present invention;
- FIG. 10 is a schematic of the overall implementation of the present invention; and
- FIG. 11 is a schematic of the schematic of the wheel speed sensor and ABS.
- While the invention may be susceptible to embodiment in different forms, there is shown in the drawings, and herein will be described in detail, a specific embodiment with the understanding that the present disclosure is to be considered an exemplification of the principles of the invention, and is not intended to limit the invention to that as illustrated and described herein.
- A block diagram for an anti-lock brake system (ABS) or an electro-pneumatic brake system (EBS) for a
trailer 26 in accordance with the present invention is shown in FIG. 3. The present invention provides a wheel sensing arrangement, more specifically described with respect to FIG. 9, which provides speed and direction information to a controller, such as an electronic control module (ECM). Power (12 Volts) to the ECM is supplied frompin 7 of theJ560 connector 18 between thetractor 16 and thetrailer 26. The ECM controls a pneumatic control module (PCM) which controls the air brake mechanism on thetrailer 26. The ECM also controls the function of circuitry, such as a back-up system which is used to sound an audible back-up alarm, which is performed using suitable means, and/or light a back-up lamp, as described herein. The ECM of the ABS or EBS signals the PCM of the ABS or EBS to modify air pressure level at the brake chambers. The braking level is controlled so that the wheels continue to rotate, or at least rotate most of the time, even during heavy braking. The overall process is described in detail in numerous patents and in the pending U.S. patent application Ser. No. 09/306,921, which is commonly owned by the assignee herein and which is incorporated by reference. The present invention uses a wheel speed anddirection sensor 20 which is mounted in the end of anaxle 22 of awheel mounting apparatus 24 of thetrailer 26 as described herein. - The
wheel mounting apparatus 24 generally includes theaxle 22, awheel hub assembly 28 and an air brake mechanism. The air brake mechanism is of known construction and as such is not described in detail herein. - The
axle 22 is fixedly mounted on the body of thetrailer 26 by suitable means and is formed from a hollow tube (only one end of which is shown). The ends of thehollow axle 22 have a thread form on the exterior surface thereof. The inner surface of each end of theaxle 22 has aportion 30 which has an increased inner diameter relative to an inner diameter of a central portion of theaxle 22. Theaxle 22 is formed from a suitable strong rigid material. - The
wheel hub assembly 28 is mounted on the end of theaxle 22 and generally surrounds theaxle 22. Thewheel hub assembly 28 includes awheel hub 32, a plurality ofinner bearings 34, a plurality ofouter bearings 36, and ametal hub cap 38. Thewheel hub 32 is attached to the brake drum by suitable known means, such as bolts. Thewheel hub 32 has aportion 33 which is precisely machined in the end thereof. - The inner and
outer bearings wheel hub 32 and theaxle 22 by respective bearing cups 40 and bearingcones 42 and allow for rotation between the fixedaxle 22 and the rotatingwheel hub assembly 28 and air brake mechanism. Theouter bearings 36 are mounted in theportion 33 such that the bearing cups 40 abut against a shoulder formed by theportion 33. This precisely mounts theouter bearings 36 on thewheel hub 32 and therefore, relative to theaxle 22. The inner andouter bearings axle 22 such that acavity 44 is provided between thewheel hub 32, theaxle 22 and thebearings cavity 44. Thebearings - The
hub cap 38 surrounds the end of theaxle 22 and prevents the oil or grease from leaking out of the end of thewheel hub assembly 28. Thehub cap 38 includes anouter end wall 46, afirst side wall 48, asecond side wall 50, athird side wall 52 and aninner end wall 54. Thewalls outer end wall 46 is circular. Thefirst side wall 48 is generally perpendicular to theouter end wall 46 and has a first end connected to theouter end wall 46 and tapers from its first end to its second, larger end. Thesecond side wall 50 has a first end connected to the second end of thefirst side wall 48 and tapers from its first end to its second, larger end. Thethird side wall 52 has a first end connected to the second end of thesecond side wall 50 and tapers from its first end to its second, larger end. Theinner end wall 54 is annular and is generally perpendicular to thethird side wall 52 and has a first end connected thereto and extends outwardly therefrom. Theinner end wall 54 is parallel to theouter end wall 46. A plurality of apertures are provided through theinner end wall 54 through which thehub cap 38 is attached to the end of thewheel hub 32 by suitable means, such asbolts 56. - The
third side wall 52 has anend portion 55 which extends past theinner end wall 54. When thehub cap 38 is mounted on thewheel hub 32, theend portion 55 seats within theportion 33 of thewheel hub 32 and abuts against thecones 40 of theouter bearings 36. This locates thehub cap 38 precisely on thewheel hub 32 and on theaxle 22. - A washer58 is mounted on the threaded end of the
axle 22 and bears against the bearingcones 42 of theouter bearings 36. An inner adjusting nut is 60 threaded onto the threaded end of theaxle 22 and bears against the washer 58. The adjusting nut 60 is locked onto theaxle 22 by threading anouter jam nut 62 on the threaded end of theaxle 22. The adjusting nut 60 is used for properly positioning the bearing cups 42 of theouter bearings 36. The washer 58, the inner adjusting nut 60 and theouter jam nut 62 are proximate to thethird side wall 52 of thehub cap 38. The washer 58, the inner adjusting nut 60 and theouter jam nut 62 do not completely fill the space between theaxle 22 and thehub cap 38 such that a space is formed therebetween. It is to be understood that other components can be threaded on the end of theaxle 22 to position theouter bearings 36. - A
freeze plug 64 sits within and fills theend portion 30 of theaxle 22. The freeze plug 64 has a circularcentral portion 66 and anannular skirt 68 which depends therefrom. Theskirt 68 tightly engages with the inner surface of theend portion 30 of theaxle 22. Acentral aperture 70 and a second aperture (not shown) therethrough which is offset from thecentral aperture 70 are provided through thecentral portion 66 of thefreeze plug 64. A grommet (not shown) is provided within the second aperture. The freeze plug 64 prevents oil or grease from entering into theaxle 22 and prevents debris from going from within theaxle 22 outwardly therefrom. - The wheel speed and
direction sensor 20 includes asensor member 72 and anexciting ring 74. Thesensor member 72 is mounted in the end of theaxle 22 and is spaced from thefreeze plug 64. Theexciting ring 74 is mounted on thehub cap 38 by a mountingwheel 75. - The
sensor member 72 includes aplastic body 76 which extends partially into the end of theaxle 22 and extends outwardly therefrom, and aplastic cover 78 which covers the section of thebody 76 which extends outwardly from the end of theaxle 22. Thecover 78 is suitably secured to thebody 76. A recess is formed between thebody 76 and thecover 78. Acentral aperture 80 is provided through thebody 76 and thecover 78 and aligns with thecentral aperture 70 through thefreeze plug 64. A plurality of L-shapedvents 81 are provided through the periphery ofbody 76 to provide an air passageway from the space between thefreeze plug 64 and thebody 76 and the space between thesensor member 72 and thehub cap 38. - The
body 76 of thesensor member 72 is fastened to theaxle 22 by abolt 82 which is mounted in thecentral aperture 80 through thebody 76. Thebolt 82 threads with thecentral aperture 70 through thefreeze plug 64. The thread form in thefreeze plug 64 may be pre-tapped or may be generated using a thread forming bolt. - The
central aperture 80 in thebody 76 allows for the possibility of an air passage through thebody 76 if ahollow bolt 82 is utilized as shown. This allows for the incorporation of a central tire inflation (CTI) in the present system. CTI systems automatically keep tires inflated by passing air from a compressed air reservoir mounted on thetrailer 26 to the tires. One possible implementation of a CTI system with the present invention passes air through a tube in thehollow axle 22, then through a swivel connection with a rotating seal to air fittings on the outside of thehub cap 38. The air is then piped to the inflation valves for the tires. A suitably designedhollow bolt 82 allows for the air to pass from the tube in thehollow axle 22 to the rotating seal in thehub cap 38. Thesensor member 72 of the present invention allows for CTI but does not economically penalize the majority of applications where CTI is not used. - To protect the
bearings wheel mounting apparatus 24 are not subjected to excessive pressure buildup. Depending on the wheel end construction, different methodologies may be used which use suitable vents in thehub cap 38, seals and/or thefreeze plug 64. Thesensor member 72 of the present invention is compatible with all such approaches. Consequently, the periphery of the body includes the L-shapedventing slots 81 such that pressure on both the front and back of thesensor member 72 remains equalized. As for a conventional wheel end construction, venting and sealing are controlled by the hub cap, freeze plug and bearing seals. It should be noted that, depending on the application and the method of lubrication of the bearings, all parts of thesensor member 72 may be subject to oil splash. The design and material of thesensor member 72 of the present invention allows for operation in this environment. - An
electronic circuit assembly 84 is provided between thebody 76 and thecover 78 of thesensor member 72. Theelectronic circuit assembly 84 includes a printedcircuit board 86 mounted on thebody 76 by suitable means such that the printedcircuit board 86 is positioned between thebody 76 and thecover 78 of thesensor member 72.Wires 90 extend from the printedcircuit board 86 through the grommet in thefreeze plug 64, through thehollow axle 22 to a current supplyingcontroller 92. Thecontroller 92 is preferably the ECM of the ABS or EBS of thetrailer 26. If desired, a second controller can be provided. - Wheel speed and
direction sensing elements circuit board 86 in the form of an application specific integrated circuit (ASIC) 88. The preferred embodiment of the present invention uses “active” technology. The wheel speed anddirection sensing elements effect semiconductor elements circuit board 86 at the outermost end thereof and at spaced locations from each other. Preferably, however, the halleffect semiconductor elements semiconductor sensing element axle 22. - The
second side wall 50 of thehub cap 38 is machined to provide a recess in which the mountingwheel 75 is located. To secure the mountingwheel 75 to the inside of thesecond side wall 50, the metalsecond side wall 50 is deformed. This precisely locates the mountingwheel 75 on thehub cap 38. Because thehub cap 38 is precisely mounted on thewheel hub 32 andaxle 22 as discussed herein, the mountingwheel 75 is precisely mounted on thewheel hub 32 andaxle 22. - The
exciting ring 74 is mounted on the inner surface of the mountingwheel 75 and is proximate to, but spaced from the hall effectsemiconductor sensing elements wheel 75 is precisely mounted on thewheel hub 32 andaxle 22, theexciting ring 74 is precisely mounted on thewheel hub 32 andaxle 22. Theexciting ring 74 and thesensor member 20 are concentric with each other when mounted. As such, a defined radial gap is provided between theexciting ring 74 and the hall effectsemiconductor sensing elements semiconductor sensing elements circuit board 86 so as to precisely line up with theexciting ring 74 when thehub cap 38 is mounted on thewheel hub 32. - Because the face of each hall effect
semiconductor sensing element axle 22, a constant gap is maintained by thebearings 36. Axial movement of thewheel hub 32 does not have a significant effect and no gap adjustment is required. The gap is set by design, and gap variation is directly controlled by thebearings 36. The gap is dependent on the concentricity of the mounting of theexciting ring 74 within thehub cap 38. - In the preferred implementation, the
exciting ring 74 is a multi-pole magnet fabricated using ferrite in a plastic matrix material. Because theexciting ring 74 is carried on the mountingwheel 75 mounted inside thehub cap 38, the magnet poles can be located precisely both circumferentially around thesensor member 72 and radially relative to thesensor member 72. This positioning eliminates many of the difficulties associated with the prior art stamped exciting ring. As such, the gap between theexciting ring 74 and the hall effectsemiconductor sensing elements bearings 36 and is not influenced by axial movement of thewheel hub 32. Alternatively, a stamped, toothed ring can be used as theexciting ring 74. - The hall effect
semiconductor sensing elements exciting ring 74 that is used, plus or minus approximately ninety degrees. - To allow for overall optimization of the
sensor member 72 and for ABS function or EBS function, when the present invention is used in an ABS or EBS as described herein, the preferred embodiment of theexciting ring 74 does not conform to the present industry standard of one hundred teeth. Instead, the present invention uses twenty-five pole pairs in theexciting ring 74. These pole pairs are precisely located so that with use of suitable electronic resolution enhancement techniques, an information rate equivalent to fifty pole pairs using standard techniques is achieved. - FIG. 8 illustrates a circuit which implements this resolution enhancement technique. Signals A and B originate from the hall effect
semiconductor sensing elements XOR gate 118. The resulting waveform is generated as output C. Other suitable circuits can be used. - The details of the implementation of the sensor electronics using an available
integrated circuit 120 is shown in FIG. 9. The circuit as shown in FIG. 9 includesintegrated circuit 120,resistors capacitors integrated circuit 120 is an Allegro A3422LKA integrated circuit. The two halleffect semiconductor elements integrated circuit 120 such that the two halleffect semiconductor elements integrated circuit 120 is a voltage input. TheDIR pin 2 ofintegrated circuit 120 outputs direction information using high/low logic. TheGND pin 3 ofintegrated circuit 120 is connected to ground. TheSPD pin 5 ofintegrated circuit 120 outputs a frequency signal proportional to wheel speed. TheSPD pin 5 ofintegrated circuit 120 implements the resolution enhancement functionality described earlier and shown in FIG. 8.Resistor 124 is connected to pin 5. The EI pin 4 ofintegrated circuit 120 is connected to ground byresistor 122. - In operation, the
wheel hub 32, thehub cap 38, the mountingwheel 75 and theexciting ring 74 rotate relative to the fixedaxle 22 and thesensor member 72 mounted thereon. Thecontroller 92 supplies electric current to thesensor member 72 which is a current sink. The hall effectsemiconductor sensing elements exciting ring 74 is present. - If a multi-pole magnet is used as the
exciting ring 74, if a north pole is present, the hall effectsemiconductor sensing elements controller 92, and if a south pole is present, the hall effectsemiconductor sensing elements sink 7 mamps, for example, from thecontroller 92. This information is conveyed to another part of theASIC 88, to obtain a square wave as the poles are going by. Thecontroller 92 determines how many times thesensor member 72 switches between 14 mamps and 7 mamps. This change happens fifty times every revolution of the tire. - If a toothed wheel is used as the
exciting ring 74 and a tooth is present, the hall effectsemiconductor sensing elements controller 92. On the other hand, if a space is present, the hall effectsemiconductor sensing elements sink 7 mamps, for example, from thecontroller 92. This information is conveyed to another part of theASIC 88, to obtain a square wave as the poles are going by. Thecontroller 92 determines how many times thesensor member 72 switches between 14 mamps and 7 mamps. This change happens fifty times every revolution of the tire. - The frequency of the change is proportional to the wheel speed. This information is used by the ABS or EBS to function in a like manner to how a conventional wheel speed sensor information is used to slow the
trailer 26, if necessary. - The frequency output on the
SPD pin 5 ofintegrated circuit 120 is implemented using high/low voltage levels. As implemented in the circuit shown in FIG. 9, this voltage signal is converted into a two level current signal by the presence ofresistor 124.SPD pin 5 pulls current throughresistor 124 whenSPD pin 5 is low. WhenSPD pin 5 is high, current is not pulled throughresistor 124. The interface electronics then senses the current variation. This keeps the overall wiring interface to three leads, power, ground and direction. Current pulses in the power lead correspond to the passage of poles as theexciting ring 74 rotates or to the passage of teeth if a toothed ring is used. The E1 signal output on pin 4 fromintegrated circuit 120 from the integrated circuit is not required in this application and is held at ground byresistor 122. Thecapacitors - The integrated
circuit 120 does not output a current, such that a low is provided, onDIR pin 2 when thetrailer 26 is backing up. Thecontroller 92, which is the ECM of the ABS or EBS, detects that theintegrated circuit 120 is not outputting current and determines that thetrailer 26 is backing up. This information is used by thecontroller 92 of the ABS or EBS to activate the circuitry to perform the desired function or functions, such as sounding an audible back-up alarm and/or lighting a back-up lamp. Because the forward and reverse wheel speed information is available to thecontroller 92, the information can be used to provide enhanced functionality over and above that of ABS or EBS without the forward and reverse wheel speed information. -
Auxiliary pin 7 of the J560 connector can be used, for example, to power an audible back-up alarm and/or a back-up lamp. Thecontroller 92 has an electrical switching element which provides power to the audible back-up alarm and the back-up lamp when thetrailer 26 is moving in reverse. FIG. 10 shows an implementation of the overall system. Thecontroller 92, in addition to being connected to theintegrated circuit 120, is connected to pin 7 of the J560 connector through avoltage regulator 132. As such, when the ignition is turn on, power is supplied to pin 7 and thus to thecontroller 92. Thecontroller 92 is also connected to aresistor 134 which is connected to the base of atransistor 136. The emitter of thetransistor 136 is connected to ground. The collector of thetransistor 136 is connected to an inductor of a coilinclusive relay 138. The opposite side of the inductor of the coilinclusive relay 138 is connected to thevoltage regulator 132. Adiode 140 is connected to both sides of the inductor of the coilinclusive relay 138.Pin 7 is connected to one side of the relay of the coilinclusive relay 138. The other side of the relay of the coilinclusive relay 138 provides 12V for the audible back-up alarm and the back-up lamp. - In operation, the
controller 92 utilizes the direction input from theDIR pin 2 of theintegrated circuit 120 to turn on thetransistor 136. The allows the current fromPin 7 of the J560 connector to flow through thetransistor 136, thereby closing the relay. Because the relay is closed, power flows through the relay fromPin 7 of the J560 connector to provide power for the audible back-up alarm and back-up lamp, or for any other purposes. - As noted earlier many tractors have power available on
Pin 7 of the auxiliary connector. In all cases, on new trailers,Pin 7 is connected to the ECM of the ABS or EBS. It should also be noted that this power supply, under current mandated requirements, is not required to be dedicated solely to the ABS function or EBS function. - In a preferred implementation, the power is not activated solely on the basis of whether the direction sensor gives an indication of reverse movement. The
controller 92, under stored program control, implements delays before switching on or off power. This avoids the irritation of flashing back-up lamps and ensures that the back-up lamps remain on when the driver stops briefly during a back-up maneuver. Such stops are very common, particularly when backing up tractor-trailer combinations. The light level is also sensed by a suitable sensor (not shown) mounted on thetrailer 26 and in communication with thecontroller 92 so that the back-up lamps do not illuminate if they are not required. These and other variations will be apparent to those skilled in the art. - Individual active sensors are the preferred sensors for the present invention. The chips which implement the Hall effect function are small. Relative location can be tightly controlled by mounting on the same printed circuit board. The two hall
effect semiconductor elements - It is to be understood that conventional VR sensors can be used instead of hall effect
semiconductor sensing elements - While a preferred embodiment of the present invention is shown and described, it is envisioned that those skilled in the art may devise various modifications of the present invention without departing from the spirit and scope of the appended claims.
Claims (32)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US09/742,584 US20020005780A1 (en) | 1999-12-22 | 2000-12-21 | Anti-lock brake system for a vehicle, such as a truck or a trailer, including back-up alarm and/or lamps |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US17174199P | 1999-12-22 | 1999-12-22 | |
US09/742,584 US20020005780A1 (en) | 1999-12-22 | 2000-12-21 | Anti-lock brake system for a vehicle, such as a truck or a trailer, including back-up alarm and/or lamps |
Publications (1)
Publication Number | Publication Date |
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US20020005780A1 true US20020005780A1 (en) | 2002-01-17 |
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ID=22624958
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US09/742,584 Abandoned US20020005780A1 (en) | 1999-12-22 | 2000-12-21 | Anti-lock brake system for a vehicle, such as a truck or a trailer, including back-up alarm and/or lamps |
US09/747,729 Abandoned US20010030466A1 (en) | 1999-12-22 | 2000-12-22 | Bearing condition monitor for a vehicle, such as a truck or a trailer |
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US09/747,729 Abandoned US20010030466A1 (en) | 1999-12-22 | 2000-12-22 | Bearing condition monitor for a vehicle, such as a truck or a trailer |
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- 2000-12-21 MX MXPA02005848A patent/MXPA02005848A/en unknown
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Also Published As
Publication number | Publication date |
---|---|
CA2389519A1 (en) | 2001-06-28 |
US6675640B2 (en) | 2004-01-13 |
CA2395488A1 (en) | 2001-06-28 |
CA2391088A1 (en) | 2001-06-28 |
AU2453701A (en) | 2001-07-03 |
US20010030466A1 (en) | 2001-10-18 |
WO2001045991A1 (en) | 2001-06-28 |
WO2001045993A9 (en) | 2002-05-23 |
MXPA02006061A (en) | 2002-12-05 |
WO2001045993A1 (en) | 2001-06-28 |
MXPA02005979A (en) | 2002-10-23 |
WO2001045990A1 (en) | 2001-06-28 |
US20010052258A1 (en) | 2001-12-20 |
MXPA02005848A (en) | 2002-10-23 |
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