Brake testing device and method for vehicle

Abstract

The present invention relates to a brake testing device and method for testing the braking system of a vehicle to ensure compliance with safety regulations and to ensure that the braking system operates normally. The brake testing system comprises: i. at least one start / stop switch; ii. at least one display; iii. at least one on / off status indicator; iv. at least one controller; v. at least one brake sensor; vi. at least one brake status indicator; vii. at least one throttle (or accelerator) sensor; viii. at least one throttle (or accelerator) status indicator; ix. at least one motor torque sensor; x. at least one motor torque status indicator; xi. at least one gear sensor; xii. at least one gear status indicator; xiii. at least one brake test status indicator; xiv. at least one data recording component to record data from the brake test; and xv. at least one communication component to transmit data from the brake test.

Description

Technical Field

[0001] The present disclosure relates to a brake testing apparatus and method for testing a braking system of a vehicle, preferably the braking system of the vehicle comprises a parking / emergency brake and a service brake of the vehicle, preferably the vehicle comprises an electric vehicle (EV), in particular a vehicle in the mining industry. Background Art

[0002] Various regulatory bodies for industrial vehicles, including mining vehicles, include safety regulations in the mining industry. However, data obtained from field visits and customer feedback presents a variety of issues related to compliance with regulations. One situation is that before a vehicle is placed into service on a specific date, a log of testing of the vehicle's braking system, which includes the vehicle's parking / emergency brake and the vehicle's service brakes, is required. However, it has been found that in some cases, when certain (e.g., manual) brake tests have not actually been performed, the vehicle operator announces that these brake tests have been performed. Alternatively, it is not uncommon for the vehicle operator to perform the manual brake test appropriately or inconsistently, resulting in erroneous or fabricated data being returned. Other situations include the vehicle operator not properly recording the resulting data, and the operator failing to complete the manual brake test.

[0003] The above examples illustrate that when a brake failure event occurs, it is difficult to determine whether the brake test is completed and / or performed in an appropriate manner. In addition, the operator is responsible for reacting to the brake failure event, as compared to having a computerized device or system that is configured to mitigate the brake failure event and therefore the operator sets the brake failure action. In order to make brake testing more reliable, brake testing must be performed in a consistent manner and the results recorded in a consistent manner. Current brake testing methods also introduce human error, which can have a significant impact on the safety of the vehicle, the operator, the surrounding environment, and other individuals.

[0004] Current brake testing methods involve a vehicle operator manually performing a brake test and manually entering the test results via a paper document. Specifically, in one example, a vehicle operator performs a brake test by first increasing the engine's revolutions per minute (RPM) to 3500, then engaging the vehicle's manual transmission to place the vehicle in third gear, and "clutching" or quickly releasing the clutch while engaging the brakes to prevent the vehicle from moving forward. This testing method is not only difficult to manually reproduce in a consistent manner, but also subjects the brakes, clutches, and other vehicle components to undue and / or excessive wear.

[0005] Therefore, there is a need for a brake testing apparatus and method that automatically tests a vehicle's brake system with minimal vehicle operator intervention. There is also a need for a brake testing apparatus and method that mitigates human or operator error. There is also a need for a brake testing apparatus and method that mitigates wear on vehicle components, including brakes. There is also a need for a brake testing apparatus and method that automatically logs brake test data and results. There is also a need for a brake testing apparatus and method that has the ability to transmit test data and results to assigned individuals and automatically archive brake test data and results. There is also a need for a brake testing apparatus and method that does not allow vehicle operation if a brake test fails. Summary of the invention

[0006] As used herein, the term emergency brake is a brake used to stop a vehicle when the main brake or service brake fails. The emergency brake may also be used when the vehicle is in park. The term service brake is a brake used under normal driving conditions. According to one aspect of the present disclosure, an electronic brake test device is provided for testing the braking system of a vehicle to ensure compliance with safety regulations and to ensure that the braking system is functioning properly.

[0007] In one alternative embodiment, the vehicle is an electric vehicle, in another alternative embodiment, the vehicle is an electric mining vehicle, and in another alternative embodiment, the vehicle is an internal combustion engine vehicle. In one alternative embodiment, the brake test device comprises:

[0008] a. at least one controller;

[0009] b. at least one emergency brake sensor in communication with at least one emergency brake and the at least one controller;

[0010] c. at least one service brake sensor in communication with at least one service brake and the at least one controller;

[0011] d. at least one emergency brake status indicator in communication with the at least one controller;

[0012] e. at least one service brake status indicator in communication with said at least one controller;

[0013] f. at least one motor torque sensor or at least one directional odometry sensor in communication with at least one motor and said at least one controller;

[0014] g. at least one timer in communication with said at least one controller; and

[0015] h. at least one motor torque generator in communication with the at least one motor and the at least one controller; wherein the at least one controller receives a signal from each of the at least one emergency brake sensor, the at least one service brake sensor, the at least one emergency brake status indicator, the at least one service brake status indicator, the at least one motor torque sensor, the at least one directional ranging sensor, and the at least one timer.

[0016] In an optional embodiment, the brake testing device further comprises at least one of the following components:

[0017] i. Start / stop switch;

[0018] ii. a display, in communication with the at least one controller;

[0019] iii. an on / off status indicator in communication with the at least one controller;

[0020] iv. at least one throttle sensor in communication with said at least one controller;

[0021] v. at least one throttle status indicator in communication with said at least one controller and said at least one display;

[0022] vi. at least one data logger to record data from brake testing; and

[0023] vii. At least one communication component to transmit said data from said at least one data logger.

[0024] In an alternative embodiment, the at least one directional sensor is a forward drive, neutral drive, and reverse drive (FNR) sensor.

[0025] In an alternative embodiment, the at least one orientation sensor is a neutral drive position sensor.

[0026] In another alternative embodiment, the brake testing device further comprises at least one directional status indicator in communication with the at least one controller and the at least one display. In an alternative embodiment, a FNR status indicator is provided and in communication with the at least one controller and the at least one display.

[0027] In an optional embodiment, the at least one communication component is wired communication, WiFi, Bluetooth, Internet of Things (IoT), Long Term Evolution (LTE) wireless, data storage media port and / or a combination thereof.

[0028] In an optional embodiment, the brake testing device further includes a date and time stamp component that provides the date and time when the brake test was completed.

[0029] In an optional embodiment, once the brake test is completed and the test result is a pass or fail result, the time, date and conditions of the test result are recorded and stored, preferably digitally for future access.

[0030] In another alternative embodiment, the time, date and conditions of the brake test results are recorded and stored, preferably in analog form for future access.

[0031] In another optional embodiment, the time, date and conditions of the test result are stored, preferably in a brake testing device or controller, until a subsequent brake test is performed and the subsequent brake test result overwrites the previous brake test result (i.e., the previous brake test result is overwritten by the current brake test result).

[0032] In an alternative embodiment, the at least one controller is an electronic controller, such as but not limited to a Parker IQAN-MC TM Main controller.

[0033] In another optional embodiment, the brake testing system further includes a date and time stamp database containing multiple data sets of previous brake test dates, times, and associated data (ie, conditions and results of multiple brake tests).

[0034] In an alternative embodiment, the at least one brake sensor is an analog sensor, such as but not limited to a Parker ADS50 TM Analog sensor that is a lever actuated by the position of the brake pedal to provide a linear output over 25mm (1") of travel.

[0035] In an alternative embodiment, the analog sensor uses non-contact Hall Effect technology. Hall Effect technology comprises a non-contact method of detecting the presence and magnitude of a magnetic field.

[0036] In an alternative embodiment, the analog sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM A main controller is provided to receive and process signals from at least one brake sensor.

[0037] In another optional embodiment, the at least one brake sensor is a pressure sensor for sensing the pressure on the brake pad or the brake line and converting the pressure into a voltage output.

[0038] An example of a pressure sensor is the Parker SCP compact pressure sensor.

[0039] In an alternative embodiment, the pressure sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM Main controller to receive and process signals from pressure sensors.

[0040] In an optional embodiment, the at least one motor torque sensor is integrated with the motor. In an optional embodiment, the at least one motor torque sensor is but not limited to a Dana TM4 CO150 traction inverter motor controller, in particular sensing torque on the motor.

[0041] In an optional embodiment, the at least one directional ranging sensor.

[0042] In an optional embodiment, the directional ranging sensor is at least one FNR position sensor.

[0043] In an optional embodiment, the at least one FNR position sensor is a digital sensor, such as, but not limited to, a COBO group controller area network (CAN) FNR sensor. The COBO group CAN FNR sensor operates through Hall effect technology to determine whether it is rotating or not rotating (i.e., neutral) and whether the rotation is forward or reverse.

[0044] In an alternative embodiment, the pressure sensor is connected to a controller, such as, but not limited to, an electronic controller, such as a Parker IQAN-MC TM A main controller is provided to receive and process signals from at least one FNR position sensor.

[0045] In an alternative embodiment, the at least one display is selected from an analog display and a digital display.

[0046] In an optional embodiment, the at least one display is selected from the group consisting of a liquid crystal display (LCD) screen, a light emitting diode (LED) screen.

[0047] In an alternative embodiment, the at least one display is a Parker IQAN-MD TM Display module.

[0048] In an optional embodiment, the controller is integrated with the at least one display.

[0049] In an optional embodiment, the controller is, for example but not limited to, an electronic controller (e.g., Parker IQAN-MC TM main controller) to receive and process the signal.

[0050] In an optional embodiment, the at least one on / off status indicator, the at least one brake status indicator, the at least one motor torque status indicator and the at least one gear status indicator are selected from the group consisting of light, sound, text message and combinations thereof on the at least one display.

[0051] According to another aspect, there is provided a method of testing a braking system of a vehicle, wherein the braking system comprises an emergency brake and a service brake, wherein in one optional embodiment, the vehicle is an electric vehicle, and in another optional embodiment, the vehicle is an electric mining vehicle, the method comprising:

[0052] a. Test the emergency brake, including the following steps:

[0053] i. Fully and simultaneously apply the emergency brake:

[0054] ii. determine whether the vehicle is in motion; and

[0055] iii. determine whether the vehicle service brakes are not engaged;

[0056] iv. If the answer to step ii and / or step iii is no, return to step ii and step iii until both steps are yes;

[0057] v. If the answer of step ii and step iii is yes, a predetermined torque is applied to the motor, wherein the predetermined torque has a predetermined value; in an optional embodiment, the predetermined torque has a maximum possible torque;

[0058] vi. upon reaching a predetermined torque on the motor, starting a timer for a predetermined time interval while ensuring that the predetermined torque is applied to the motor for longer than the predetermined time interval and the emergency brake prevents movement of the vehicle without assistance from the vehicle service brakes;

[0059] vii. If step vi is yes, then end the emergency brake test to confirm that the emergency brake test is passed, and move to step b, and optionally send and record the emergency brake test pass result to the controller;

[0060] viii. If step vi is no, then end the emergency brake test to confirm failure of the emergency brake test, and optionally send a record of the failure of the emergency brake test to the controller and set the vehicle to be inoperable until the above step vi is yes.

[0061] b. Test the service brakes, including the following steps:

[0062] i. Fully and simultaneously apply the service brakes:

[0063] ii. determine whether the vehicle is in motion (or moving forward); and

[0064] iii. Determine whether the emergency brake is not engaged;

[0065] iv. If the answer of step ii or step iii is no, return to step ii and step iii until both steps are yes;

[0066] v. If the answer of step ii and step iii is yes, a predetermined torque is applied to the motor, wherein the predetermined torque has a predetermined value; in an optional embodiment, the predetermined torque has a maximum possible torque;

[0067] vi. upon reaching a predetermined torque on the motor, starting a timer for a predetermined time interval while ensuring that the predetermined torque is applied to the motor for more than the predetermined time interval and the service brakes prevent movement of the vehicle without assistance from the emergency brake;

[0068] vii. If step vi is yes, then ending the service brake test to confirm passing the service brake test, and sending and recording the service brake test passing result to the controller; wherein once the passing results of the emergency brake test and the service brake test are achieved, clearing the vehicle for operation;

[0069] viii. If step vi is no, then end the test to confirm that the service brake test has not been passed, and optionally send a record of the failed service brake test result to the controller, and set the vehicle to inoperable until steps a)vi and b)vi are yes.

[0070] According to yet another optional embodiment, the method for testing a braking system of a vehicle, wherein the braking system includes an emergency brake and a service brake, the method further comprises:

[0071] Step 1: Receiving a motor torque value to cause a load on the brake by at least one controller of the brake testing device. In an optional embodiment, the motor torque value causing the load on the brake is calculated based on data parameters corresponding to the following parameters:

[0072] a) Maximum permissible speed limit;

[0073] b) gross vehicle weight;

[0074] c) the maximum descent angle of the road surface;

[0075] d) the radius of the statically loaded tires of the vehicle;

[0076] e) optionally, a reduction factor; and

[0077] f) an overall gear ratio between a motor of the electric vehicle and a wheel assembly of the vehicle; allowing the at least one controller to calculate a required maximum retarding torque value for decelerating the vehicle to zero speed; or

[0078] Step 2: In an optional embodiment, the required maximum delay torque value for decelerating the vehicle to zero speed is based on TB=[rT×Wv×(Fd+sinθ)] / RG, where TB=required maximum delay torque, rT=radius of statically loaded tire, Wv=gross vehicle weight, Fd=deceleration coefficient, θ=maximum descent angle of road surface, RG=total gear ratio between motor and wheel assembly; determine whether to apply emergency brake. In an optional embodiment, the emergency brake is a spring applied hydraulic release (SAHR) brake. In an optional embodiment, determine whether the SAHR brake circuit hydraulic pressure value of the electric vehicle is close to zero or less than the maximum SAHR brake application circuit hydraulic pressure threshold. The maximum SAHR brake application circuit hydraulic pressure threshold is the maximum pressure in the system that will not move the emergency brake application spring. This is determined by the emergency brake sensor. In an optional embodiment, this is determined by the brake pressure sensor described herein.

[0079] Step 3: If step 2 is yes (i.e. the emergency brake is applied), move to step 4; if no, return to step 2 until the answer is yes;

[0080] Step 4: Determine whether the gear position of the vehicle is in the forward gear;

[0081] Step 5: If the answer to step 4 is yes, move to step 6; if it is no, return to step 4 until the answer is yes;

[0082] Step 6: Determine if the service brakes are not engaged. In an alternative embodiment, determine that the service brake circuit hydraulic pressure value is less than a maximum service brake unapplied circuit hydraulic pressure value (i.e., a pressure at which the service brakes are not engaged). In an alternative embodiment, the maximum service brake circuit hydraulic pressure value is determined when the system is designed, as will be appreciated by one of ordinary skill in the art.

[0083] Step 7: If yes, move to step 8; if no, return to step 6 until the answer is yes;

[0084] Step 8: Engage the throttle and determine whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque;

[0085] Step 9: If yes, start the timer. Preferably, when all the above conditions are met within a predetermined time interval, the predetermined time interval is sufficient to ensure that the current traction motor torque output value of the vehicle remains greater than the pre-calculated motor torque during the entire predetermined time interval. In an optional embodiment, the time interval is in the range of about 10 milliseconds (ms) to 500 ms. In another optional embodiment, the time interval is in the range of about 10 ms. If no, return to step 8 until the answer is yes.

[0086] Step 10: Determine whether the RPM value of the traction motor is less than a predetermined maximum RPM value of the traction motor during the entire predetermined time interval;

[0087] Step 11: If steps 9 and 10 are yes, then the passed test date and time stamp is recorded in the controller along with the data calculated and determined during the entire emergency brake test process and proceed to the service brake test step 13;

[0088] Step 12: If Step 9 and Step 10 are no, then a failed test date and time stamp is logged to the controller along with the data calculated and determined throughout the brake test process and at least one of the following steps:

[0089] a. Delivering a test failure notification via email or text, and the original equipment manufacturer (OEM) specifies the email or text;

[0090] b. the controller sets the maximum allowable vehicle speed limit to a lower vehicle speed limit provided by the OEM to allow the vehicle to be moved in a safe manner for repair until the brake system test is passed; in one optional embodiment, the lower vehicle speed limit is greater than 0% and less than 100% of the maximum vehicle speed limit; in another optional embodiment, the lower vehicle speed limit is about 50% of the maximum vehicle speed limit; in yet another optional embodiment, the lower vehicle speed limit is set by local work site conditions until the brake system test is passed;

[0091] c. the controller sends a command to set the SAHR brake circuit value to a maximum value, rendering the vehicle immovable until diagnostics and / or repairs can be performed; and combinations thereof;

[0092] Step 13: Determine if the service brakes are applied. This is determined by the service brake sensor. In an alternative embodiment, this is determined by the brake pressure sensor described herein.

[0093] Step 14: If the answer to step 13 is yes (i.e., the service brakes are applied), move to step 15; if not, return to step 13 until the answer is yes;

[0094] Step 15: Determine whether the gear position of the vehicle is in the forward gear;

[0095] Step 16: If the answer to step 15 is yes, move to step 17; if it is no, return to step 15 until the answer is yes;

[0096] Step 17: Determine whether the emergency brake is not engaged;

[0097] Step 18: If the answer to step 17 is yes (i.e. the emergency brake is not engaged), move to step 19, if not, return to step 17 until the answer is yes;

[0098] Step 19: Engage the throttle and determine whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque;

[0099] Step 20: If yes, start the timer. Preferably, when all the above conditions are met within a predetermined time interval, the predetermined time interval is sufficient to ensure that the current traction motor torque output value of the vehicle remains greater than the pre-calculated motor torque during the entire predetermined time interval. In an optional embodiment, the time interval is in the range of about 10ms to 500ms. In another optional embodiment, the time interval is in the range of about 10ms. If no, return to step 8 until the answer is yes.

[0100] Step 21: Determine that the RPM value of the traction motor is less than a predetermined maximum RPM value of the traction motor during the entire predetermined time interval;

[0101] Step 22: If steps 19 and 21 are yes, then the passed test date and time stamp is logged into the controller along with the data calculated and determined throughout the emergency brake test process and the vehicle is cleared for operation and use;

[0102] Step 23: If Step 19 and Step 21 are no, then a failed test date and time stamp is logged to the controller along with data calculated and determined throughout the brake test process and at least one of the following steps:

[0103] a. Sending a test failure notification via email or text, and the OEM specifies the email or text;

[0104] b. the controller sets the maximum allowable vehicle speed limit to a lower vehicle speed limit provided by the OEM to allow the vehicle to be moved in a safe manner for repair until the brake system test is passed; in one optional embodiment, the lower vehicle speed limit is greater than 0% of the maximum vehicle speed limit and less than 100% of the maximum vehicle speed limit; in another optional embodiment, the lower vehicle speed limit is about 50% of the maximum vehicle speed limit; in yet another optional embodiment, the lower vehicle speed limit is set by local work site conditions until the brake system test is passed;

[0105] c. the controller sends a command to set the emergency brake and, in an optional embodiment, sets the SAHR brake circuit value to a maximum value, rendering the vehicle immovable until diagnostics and / or repairs can be performed; and combinations thereof.

[0106] In an optional embodiment, prior to implementing the test method, the SAHR brake circuit may include an emergency brake, which is calculated and input into the controller when the pressure threshold is fully applied, and the SAHR brake circuit is calculated and input into the controller when the pressure threshold is fully released; a service brake circuit is calculated and input into the controller when the pressure threshold is fully applied, and the service brake circuit is calculated and input into the controller when the pressure threshold is fully released; a traction motor maximum RPM threshold is calculated and input into the controller, and a predetermined time value for the timer duration is calculated and input into the controller.

[0107] According to yet another optional embodiment, a brake test device for a brake system of a vehicle is provided, wherein the brake system of the vehicle includes an emergency brake and a service brake, and ensures compliance with safety regulations and ensures that the brake system of the vehicle operates normally, the brake test device comprising:

[0108] i. at least one controller;

[0109] ii. at least one emergency brake sensor and at least one service brake sensor, in communication with said at least one controller;

[0110] iii. at least one emergency brake status indicator and at least one service brake status indicator, in communication with said controller;

[0111] iv. at least one of a motor torque sensor or an orientation sensor, in communication with the at least one controller;

[0112] v, said at least one of a motor torque sensor or an orientation sensor, in communication with said at least one controller;

[0113] vi. at least one brake test status indicator;

[0114] vii. optionally at least one data logging component for logging data from brake testing; and

[0115] viii. Optionally at least one communication component for transmitting data from brake testing.

[0116] According to yet another embodiment, there is provided a method of testing an emergency brake and a service brake of a vehicle, comprising:

[0117] a. Input the following data into at least one controller of the brake testing device:

[0118] i. Maximum vehicle speed value;

[0119] ii. Gross vehicle weight;

[0120] iii. Maximum descent angle of the road surface;

[0121] iv. the radius of the statically loaded tires of the vehicle;

[0122] v, the reduction factor; and

[0123] vi. the overall transmission ratio between the motor of the vehicle and the wheel assembly of the vehicle;

[0124] b. Calculate the torque required to decelerate the vehicle;

[0125] c. programming the calculated torque into the at least one controller;

[0126] d. determining whether a current SAHR brake circuit hydraulic pressure value of the vehicle is less than a maximum SAHR brake circuit hydraulic pressure value;

[0127] e. If yes, move to step f; if no, return to step d until the answer is yes;

[0128] f. determining whether the gear position of the vehicle is in a forward gear;

[0129] g. If yes, move to step h; if no, return to step f until the answer is yes;

[0130] h. determining whether the current service brake circuit hydraulic pressure value is less than the maximum service brake circuit hydraulic pressure value;

[0131] i. If yes, move to step j; if no, return to step h until the answer is yes;

[0132] j. determining whether a current traction motor output value of the vehicle is greater than a pre-calculated traction motor torque;

[0133] k. If the answer to step d, step f, step h and step j is yes, then start a timer for a predetermined time value to measure whether the current traction motor output value of the vehicle remains greater than the pre-calculated traction motor torque for more than the predetermined time value; if not, return to step d, step f, step h and step j until the answer to step d, step f, step h and step j is yes;

[0134] i. determining whether the RPM value of the traction motor remains less than a predetermined maximum RPM value of the traction motor during the entire predetermined time value;

[0135] m. If yes, then record the passed test date and time stamp into the controller along with the data calculated and determined during the entire emergency brake test process and move to step o;

[0136] n. If no, the failed test date and time stamp is logged to the controller along with the data calculated and determined throughout the brake test process and at least one of the following steps:

[0137] i. Sending a notification of test failure;

[0138] ii. setting the maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be moved safely for repairs; and

[0139] iii. setting the SAHR brake circuit value to a maximum value, effectively rendering the vehicle undriveable until diagnostics and / or repairs can be performed; and combinations thereof;

[0140] o, determining whether a current SAHR brake circuit hydraulic pressure value of the vehicle is greater than a maximum SAHR brake circuit hydraulic pressure value;

[0141] p. If yes, move to step q; if no, return to step o until the answer is yes;

[0142] q. determining whether the gear position of the vehicle is in a forward gear;

[0143] r. If yes, move to step s; if no, return to step q until the answer is yes;

[0144] s. determining whether the current service brake circuit hydraulic pressure value is greater than the maximum service brake circuit hydraulic pressure value;

[0145] t. If yes, move to step u; if no, return to step s until the answer is yes;

[0146] u. determining whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque;

[0147] v. If the answer to step o, step q, step s and step u is yes, then start a timer for a predetermined time value to confirm that the current traction motor output value of the vehicle remains greater than the pre-calculated traction motor torque for more than the predetermined time value; if not, then return to step o, step q, step s and step u until the answer to step o, step q, step s and step u is yes;

[0148] w. determining that the RPM value of the traction motor remains less than a predetermined maximum RPM value of the traction motor during the entire predetermined time value;

[0149] x. If yes, record the test date and time stamp together with the data calculated and determined during the entire service brake test process into the controller, maintain the maximum driving speed value of the vehicle at the predetermined maximum driving speed value, and complete the test;

[0150] y. If no, the failed test date and time stamp is logged to the controller along with the data calculated and determined throughout the service brake test and at least one of the following steps:

[0151] i. Sending a notification of test failure;

[0152] ii. Setting the maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be moved safely for repairs;

[0153] iii. setting the SAHR brake circuit value to maximum, effectively making the vehicle undriveable until diagnostics and / or repairs can be performed; and combinations thereof; and completing the test.

[0154] In the above, when the emergency brake is being tested, the emergency brake is applied, the service brake is not applied and the traction motor torque requests are busy to ensure the required traction motor torque value. When the service brake is being tested, the service brake is applied, the emergency brake is not applied and the traction motor torque requests are busy to ensure the required traction motor torque value.

[0155] In the above, in an optional embodiment, the predetermined time interval for evaluating the emergency brake and / or service brake test pass is between 1-10 seconds, and the timer duration is used to ensure that the motor reaches the torque value so as to provide a meaningful test result, wherein the brake being tested is tested under the condition that the motor maintains the torque for a predetermined period of time, and false passes (if the time interval is too short to ensure that the brake being tested maintains a sustainable torque) are mitigated.

[0156] In the above, in another alternative embodiment, the predetermined time value is a value determined by a control mechanism that monitors a minimum requirement for the brake test.

[0157] In the above, in another alternative embodiment, the predetermined time value is a minimum required value for the performance of the braking system determined by the OEM.

[0158] In the above, in another alternative embodiment, the predetermined time value is a value determined to confirm that the tested brake system is functioning properly and meets all test requirements.

[0159] In another alternative embodiment, the predetermined time value is approximately 3 seconds.

[0160] In another optional embodiment, the predetermined time value is at least 3 seconds.

[0161] In the above, in an optional embodiment, the traction motor sensor is a high-fidelity encoder.

[0162] In an alternative embodiment, the method step algorithms for the controller may be prepared in Parker IQANdesign software, although other software languages ​​and programs may be used to implement the architecture and functional processes described herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0163] Figure 1 is a schematic diagram of a decision flow chart of a system and method according to an optional embodiment of the present disclosure.

[0164] Figure 2 is a schematic diagram of system components according to an alternative embodiment of the present disclosure.

[0165] Figure 3-1 , Figure 3-2 , Figure 3-3 , Figure 3-4 and Figure 3-5 The following are sequential steps for an operator to perform a brake test on a vehicle according to an alternative embodiment of the present disclosure.

[0166] Figure 4 An analog sensor for a brake sensor and / or an accelerator sensor is shown according to an alternative embodiment.

[0167] Figure 5 A pressure sensor for a brake sensor according to an alternative embodiment is shown.

[0168] Figure 6 A ground speed sensor according to an alternative embodiment is shown.

[0169] Figure 7 A true ground speed sensor according to an alternative embodiment is shown.

[0170] Figure 8 A controller according to an alternative embodiment is shown.

[0171] Fig. 9 A traction motor / inverter unit according to an alternative embodiment is shown. DETAILED DESCRIPTION

[0172] Reference now Figure 1 , a description of a method and procedure for a brake testing apparatus according to an alternative embodiment is provided.

[0173] At the start 400 of the brake test, the emergency brake is applied 410; the device simultaneously determines whether the driver is traveling forward 420 and the service brake is not engaged 430; if either of the following two conditions is met: the driver is not traveling forward 420 and the service brake is engaged 430, the device repeats the above determination until the driver is traveling forward 420 and the service brake is not engaged 430. The device determines this by sensors as described herein. When the driver 420 is traveling forward and the service brake 430 is not engaged, the system applies torque to the motor 440 at a predetermined value to cause a load on the emergency brake 410. If the motor torque value reaches a predetermined value 450, a timer 460 is started and maintained as long as the motor torque value remains equal to or above the predetermined value 450 and the motor has no RPM 440. If the motor torque value does not reach the predetermined value 450, torque is applied to the motor 440 until the predetermined value is reached. If the motor torque value remains equal to or above the predetermined value 450 for more than the predetermined time interval and the motor has no RPM 440, an emergency brake passed test message 470 is recorded in the controller. If the motor torque value does not remain equal to or above the predetermined value 450 and / or RPM 440 detected by the motor within the predetermined time interval, an emergency brake failed test message 480 (also known as a fault test message) is recorded in the controller and the vehicle is designated by the controller as unsafe to operate and the maximum allowable speed of the vehicle is set as described above. If the motor torque value remains equal to or above the predetermined value 450 and the motor has no RPM 440 for more than the predetermined time interval, an emergency brake passed test message 470 is recorded in the controller and the brake test device continues to test the service brakes 500. The service brakes 500 are applied and the device simultaneously determines whether the drive is traveling forward 420 and whether the emergency brake is not engaged 530. If the drive is not traveling forward 420 and / or the emergency brake is engaged 530, the device repeats these steps until the drive is traveling forward 420 and the emergency brake is not engaged 530. If the driver is traveling forward 420 and the emergency brake is not engaged 530, the device applies torque to the motor 440 at a predetermined value to cause a load on the service brakes 500. If the motor torque value reaches the predetermined value 450, a timer 460 is started and maintained as long as the motor torque value remains equal to or above the predetermined value 450 and the motor is detected to have no RPM 440. If the motor torque value does not reach the predetermined value 450, torque is applied to the motor 440 until the predetermined value is reached. If the motor torque value remains equal to or above the predetermined value 450' and the motor is detected to have no RPM 440 for more than a predetermined time interval, a service brake passed test message 570 is recorded in the controller.If the motor torque value 450 does not remain at or above a predetermined value or the motor RPM 440 is detected for a predetermined time interval, a service brake fail test message 580 is logged in the controller and the vehicle is designated unsafe for operation by the controller and the maximum allowable speed of the vehicle is set as described above.

[0174] Reference now Figure 2 , depicts a schematic diagram showing components of a vehicle 200, particularly an electric vehicle. The brake test rig 202 includes a plurality of components, including a controller 204, which may be a PID controller in communication with a plurality of sensors; a brake sensor 206, in an optional embodiment, a pressure sensor for sensing application of service brake(s) and / or emergency brake(s); an accelerator (or throttle) or motor torque input sensor 208 for inputting a current motor torque to the controller 204; a motor speed input 209; an FNR sensor 210 for sensing the FNR position of the vehicle 200; a display 212, which includes a brake status indicator 214, a motor torque status indicator 216, an FNR position status indicator 218, a brake test status indicator 220, and an on / off status indicator 222. A start / stop switch 224 is in communication with the controller 204. The brake test device 202 may also include a memory, such as a date and time stamp component 226, which may contain data from the tests performed, and a communication module 228 for communicating data and results from the brake test device 202 to a plurality of interested accessories and / or entities. The brake test device 202 also includes a power supply 230 for powering the brake test device 202. The sensors 206, 208, and 210 are in communication with the controller 204, sending signals from each sensor to the controller 204.

[0175] The motor torque input 208 provides the torque of the vehicle motor. This input can be determined by an algorithm known to those of ordinary skill in the art and can include measuring the RPM and applied current of the vehicle motor. The motor torque input 208 and the motor speed input 209 are integrated in the vehicle motor supplied by the manufacturer.

[0176] Braking sensor 206 measures the braking level of the brake(s) of vehicle 200. Braking sensor 206 may measure the braking level of the emergency brake (or SAHR brake circuit) and / or the service brake(s). Braking level may be measured based on brake pedal position or other braking measurements as described above.

[0177] For brake testing purposes, the FNR sensor 210 measures whether the gear is in forward gear (or driving). This measurement may involve measuring the position of the gear lever or other methods known to those of ordinary skill in the art as described above.

[0178] Power source 230 provides power to controller 204 and may be charged by the vehicle's motor.

[0179] Example 1

[0180] The following are representative examples of implementing the apparatus and methods described herein.

[0181] The first step involves inputting parameter values ​​to allow calculation of the maximum design retarding torque for safely decelerating the vehicle from maximum speed, including:

[0182] i. The maximum vehicle speed permitted at the site where the vehicle is deployed;

[0183] ii. Gross vehicle weight rating;

[0184] iii. The maximum design angle for the vehicle to descend (the maximum steepness of the vehicle's descent);

[0185] iv. The radius of the statically loaded tire (i.e., static loading radius). The static loading radius is the loading radius of a stationary tire inflated to the normal recommended pressure. The loading radius is the distance measured in the plane of the wheel from the center of the tire contact point to the center of the wheel;

[0186] v. a deceleration factor, which is the value of the deceleration rate at which the vehicle operator perceives the deceleration as a smooth process rather than a surging process (i.e., leaning forward and braking, causing the vehicle operator to move forward toward the steering wheel), thereby causing the vehicle operator to have an uncomfortable feeling that the vehicle speed should be reduced; and

[0187] vi. The overall gear ratio between the motor and the wheel assembly.

[0188] Entering these values ​​into the following formula will calculate the torque required to slow the vehicle down.

[0189] TB = [rT × Wv × (Fd + sinθ)] / RG, where TB = required retarding torque, rT = radius of statically loaded tire, Wv = gross vehicle weight, Fd = reduction factor, θ = inclination angle of road surface, RG = overall gear ratio between motor and wheel assembly.

[0190] In an alternative embodiment, the calculated TB is then converted into a vector, which may be a scaled mathematical value from a value of zero to a value of 100. 0 being the vehicle having no retard torque and 100 being the vehicle having maximum retard torque. In another alternative embodiment, the TB values ​​are merged as is.

[0191] This information is then loaded into the controller before starting the test.

[0192] Example 2

[0193] The following example provides a typical procedure for an operator to perform required vehicle brake testing before allowing the vehicle to be operated on a job site. The following equipment is used when testing the vehicle:

[0194] a. Brake test request button, Elobau normally open push button switch 145101AE60;

[0195] b. Emergency brake button, Honeywell emergency stop switch 50058830-05;

[0196] c. FNR range selector switch, Cobo OMNIA FNR switch 01-1113-0000;

[0197] d. Brake pedal position sensor, Parker ADS50 analog distance sensor 01710ECD;

[0198] e. Accelerator pedal position sensor, Makersan accelerator pedal MO450_H10_P009;

[0199] f. Traction motor (also provides motor speed), TM4 Sumo MD motor LSM110C-HV1500-AV-A2;

[0200] g. Traction motor control unit / inverter (also provides motor torque (delay device) and vehicle speed calculated from motor speed), TM4 inverter / controller CO150-HV-A2;

[0201] h. Main display module / screen, Parker IQAN MD4-10 module 20077774;

[0202] i. Brake pressure sensor, Parker SCP compact pressure sensor 2820016.

[0203] Reference now Figure 3-1 , Figure 3-2 , Figure 3-3 , Figure 3-4 and Figure 3-5, the operator initiates the brake test by pushing and releasing the brake test request button 300 on the display screen 310, depicting that the first test is an emergency brake test, and showing several indicators such as an emergency brake application indicator 312, a vehicle driving position indicator 314, a non-service brake pressure indicator 316, and a motor torque value 318 in Newton meters (Nm). In this example, the test requires a motor torque value greater than 500Nm in order to perform the test. The display screen 310 also provides a simulated motor torque dial 320 and a brake test timing indicator 322 throughout the test. In this example, the vehicle operator will engage the emergency brake so that the emergency brake application indicator 312 is positive. The operator also ensures that the directional position of the vehicle is in driving or driving forward so that the vehicle driving position indicator 314 is positive. The operator will also ensure that the service brakes are not engaged (i.e., released) so that the non-service brake pressure indicator 316 is positive, and finally once 312, 314, and 316 are positive, the operator will engage the vehicle's throttle or accelerator to bring the motor torque value above 500 Nm (for this example, other values ​​will depend on the situation). Once the analog motor torque dial 320 shows that the vehicle motor torque is greater than 500 Nm and the motor torque value 318 is positive (i.e., when indicators 312, 314, 316, and 318 are all positive (green lights are positive and red lights are negative on this panel)), the timer counts down (e.g., from t=2 seconds), as shown on the brake test timing indicator 322, and if the motor torque value 318 remains above 500 Nm and the vehicle does not move, the display screen 310 displays a message 324 that the emergency brake has passed the brake test (see Figure 3-2 Once the emergency brake has passed the brake test, the device proceeds to test the service brakes, and the display screen 310 shows the service brake indicator 326 (see Figure 3-3 ), vehicle driving position indicator 314, emergency brake release 328 and motor torque value 318. For the service brake test portion, the vehicle operator must ensure that the service brakes are applied, the vehicle directional position is in driving or forward driving, the emergency brakes are released and the operator now engages the vehicle's throttle or accelerator to bring the motor torque value above 500Nm. Once the analog motor torque dial 320 shows that the vehicle motor torque is greater than 500Nm and the motor torque value 318 is positive (i.e., when indicators 326, 314, 328 and 318 are all positive (green light is positive and red light is negative on this panel)), the timer begins counting down from the 2 seconds displayed on the brake test timing indicator 322, and if the motor torque value 318 remains above 500Nm and the vehicle does not move, the display screen 310 displays a message 330 that the service brakes have passed the brake test (see Figure 3-4Once both the service brake and emergency brake tests have passed, the device records the data and the display screen 310 places the display in a normal operating mode and provides a passed test message 332 with the date and time that the service brake and emergency brake tests passed (see Figure 3-5 ). The device is capable of providing a list of passed test data and may be printed and / or transmitted to a plurality of interested accessories via wireless or wired communication protocols known to those of ordinary skill in the art. If either the emergency and / or service brakes fail the test, the device sends a message that the brake test failed and renders the vehicle inoperable until the brake system is repaired, or the vehicle speed is reduced to an extreme value below the maximum allowable speed as described above. In an optional embodiment, the service brakes may be tested prior to the emergency brakes to accommodate end user preferences.

[0204] Reference now Figure 4 , depicts an analog sensor 1100 for a brake and / or throttle sensor. A lever 1110 at one end of the analog sensor can be attached to the brake and / or throttle pedal to determine the position of the brake and / or throttle pedal when disengaged (position is 0% and 0 inches of travel of the lever) to fully engaged (position is 100% and 1 inch of travel of the lever). The other end 1120 of the analog sensor 1100 is connected to a controller. The values ​​from 0 to 100% are sent to the controller via a communication line 1130 in the form of a voltage signal (0.5V for 0% and 4.5V for 100%). Now refer to Figure 5 , a pressure sensor 2100 for a brake and / or throttle pressure pad sensor is shown. End 2120 communicates with the pressure pad to determine the pressure applied to the pad when disengaged (0% or no pressure) to fully engaged (100% or maximum pressure). The other end 2110 of the pressure sensor 2100 is connected to a controller. The values ​​from 0 to 100% are sent to the controller via a communication line 2130 in the form of a voltage signal (0.5V for 0% and 4.5V for 100%).

[0205] Reference now Figure 6 , depicting a ground speed sensor 3100. A first end 3110 measures the revolutions per minute of a magnet on a gear or wheel or motor of a vehicle by the Hall Effect without contact. The other end 3120 communicates with a controller 3130 and sends a digital signal of revolutions per minute to the controller, where the controller converts the RPM to the speed of the vehicle.

[0206] Reference now Figure 7, depicting a true ground speed sensor (TGSS) 4100. The TGSS sensor 4100 combines Doppler shift to measure the true ground speed of the vehicle. The TGSS sensor 4100 can be positioned to transmit a signal to the road surface and the signal is reflected off the road surface and the reflected signal is received by the TGSS 4100. As the road surface moves relative to the TGSS 4100, the reflected signal (Doppler shift) frequency changes. The true ground speed of the vehicle is calculated by measuring the change in frequency.

[0207] Reference now Figure 8 , depicting a controller (or computer) 5100 as part of the speed controller system. The controller 5100 is connected to the various sensors described herein and converts the sensor voltage signals to the engineering units required to calculate the correction factors based on the signals received from the various sensors described herein to send signals and engage the delay braking system.

[0208] Reference now Fig. 9 , depicting a traction motor and control unit inverter 6100 that provides drive to the vehicle and torque during the brake testing described herein.

[0209] As various changes could be made in the preferred embodiments of the invention without departing from the scope of the invention; it is intended that all matter contained herein shall be interpreted as illustrative rather than limiting.

Claims

1. A brake testing device, characterized in that: A braking system for a vehicle, wherein the braking system of the vehicle includes an emergency brake and a service brake, and to ensure compliance with safety regulations and to ensure that the braking system of the vehicle operates properly, the brake testing device comprises: at least one controller; at least one emergency brake sensor and at least one service brake sensor in communication with the at least one controller; at least one emergency brake status indicator and at least one service brake status indicator in communication with the controller; at least one of a motor torque sensor or an orientation sensor in communication with the at least one controller; at least one brake test status indicator, wherein the controller is used to record the test date and time stamp with data calculated and determined throughout the emergency brake and service brake test process; The controller is further configured to record a failed test date and timestamp along with data calculated and determined throughout the emergency brake and service brake testing process and at least one of: i. transmitting a failed test notification; ii. setting a maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be safely driven for repair; iii. setting a spring applied hydraulic release SAHR brake circuit hydraulic value to a maximum value, effectively making the vehicle non-drivable until diagnostics and / or repairs are performed; and combinations of data i, ii and iii.

2. The brake testing device according to claim 1, characterized in that: The vehicle is an electric vehicle.

3. The brake testing device according to claim 1, characterized in that: Also includes: At least one throttle sensor, wherein the at least one throttle sensor is an accelerator pedal position sensor.

4. The brake testing device according to claim 1, characterized in that: The orientation sensor is a drive position sensor.

5. The brake testing device according to claim 1, characterized in that: The at least one brake state indicator is a service brake state indicator, an emergency brake state indicator, and combinations thereof.

6. The brake testing device according to claim 1, characterized in that: Also includes: at least one data logging component for logging data from brake testing; as well as At least one communication component for communicating data from said brake test.

7. A method for testing the emergency brake and service brake of a vehicle, characterized in that: include: Step a: Input the following values ​​into at least one controller of the brake test device: i. Maximum vehicle speed value; ii. Gross vehicle weight; iii. Maximum descent angle of the road surface; iv. the radius of the statically loaded tires of the vehicle; v, deceleration coefficient; as well as vi. the overall transmission ratio between the motor of the vehicle and the wheel assembly of said vehicle; Step b: calculating the torque required to decelerate the vehicle; Step c: programming the calculated torque into the at least one controller; Step d: determining whether a current spring applied hydraulic release SAHR brake circuit hydraulic pressure value of the vehicle is less than a maximum spring applied hydraulic release SAHR brake circuit hydraulic pressure value; Step e: If yes, move to step f; if no, return to step d until the answer is yes; Step f: determining whether the gear position of the vehicle is in a forward gear; Step g: If yes, move to step h; if no, return to step f until the answer is yes; Step h: determining whether the current service brake circuit hydraulic pressure value is less than the maximum service brake circuit hydraulic pressure value; Step i: If yes, move to step j; if no, return to step h until the answer is yes; Step j: determining whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque; Step k: if the answers to step d, step f, step h and step j are yes, then start a timer for a predetermined time value to measure whether the current traction motor output value of the vehicle remains greater than the pre-calculated traction motor torque for more than the predetermined time value; if not, then return to step d, step f, step h and step j until the answers to step d, step f, step h and step j are yes; Step 1: determining whether the RPM value of the traction motor torque remains less than a predetermined maximum RPM value of the traction motor torque during the entire predetermined time value; Step m: If yes, then record the passed test date and time stamp into the controller along with the data calculated and determined during the entire emergency brake test process and move to step o; Step n: If no, a failed test date and time stamp is recorded in the controller along with data calculated and determined throughout the emergency brake test process and at least one of the following data: i. Sending a notification of test failure; ii. setting the maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be driven safely for maintenance; iii. setting the spring applied hydraulic release SAHR brake circuit hydraulic pressure value to a maximum value, effectively rendering the vehicle undriveable until diagnostics and / or repairs are performed; and combinations of data i, ii and iii; Step o: determining whether a current spring applied hydraulic release SAHR brake circuit hydraulic pressure value of the vehicle is greater than a maximum spring applied hydraulic release SAHR brake circuit hydraulic pressure value; Step p: If yes, move to step q; if no, return to step o until the answer is yes; Step q: determining whether the gear position of the vehicle is in a forward gear; Step r: If yes, move to step s; if no, return to step q until the answer is yes; Step s: determining whether the current service brake circuit hydraulic pressure value is greater than the maximum service brake circuit hydraulic pressure value; Step t: If yes, move to step u; if no, return to step s until the answer is yes; Step u: determining whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque; Step v: if the answer to step o, step q, step s and step u is yes, then start a timer for a predetermined time value to confirm whether the current traction motor output value of the vehicle remains greater than the pre-calculated traction motor torque for more than the predetermined time value; if not, then return to step o, step q, step s and step u until the answer to step o, step q, step s and step u is yes; Step w: determining whether the RPM value of the traction motor torque remains less than a predetermined maximum RPM value of the traction motor torque during the entire predetermined time value; Step x: If yes, then the test date and time stamp is recorded in the controller together with the data calculated and determined during the entire service brake test process, and the maximum driving speed value of the vehicle is maintained at a predetermined maximum driving speed value, and the test is completed; Step y: If no, a failed test date and time stamp is recorded in the controller along with the data calculated and determined throughout the service brake test and at least one of the following data: i. Sending a notification of test failure; ii. setting the maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be driven safely for maintenance; as well as iii. setting the spring applied hydraulic release SAHR brake circuit hydraulic pressure value to maximum, effectively making the vehicle undriveable until diagnostics and / or repairs can be performed; and the combination of data i, ii and iii; and completing the test.

8. The method according to claim 7, characterized in that Prior to implementing the test method, a pressure threshold is calculated and input into the controller when the spring applied hydraulic release SAHR brake circuit is fully applied, a pressure threshold is calculated and input into the controller when the spring applied hydraulic release SAHR brake circuit is fully released, a pressure threshold is calculated and input into the controller when the service brake circuit is fully applied, a pressure threshold is calculated and input into the controller when the service brake circuit is fully released, a traction motor maximum RPM threshold is calculated and input into the controller, and a predetermined time value for the timer duration is calculated and input into the controller.

9. The method according to claim 7, characterized in that: When the emergency brake is being tested, the emergency brake is applied, the service brake is not applied and the throttle is engaged to ensure the required traction motor torque value; when the service brake is being tested, the service brake is applied, the emergency brake is not applied and the throttle is engaged to ensure the required traction motor torque value.

10. The method according to claim 7, characterized in that The predetermined time value for the timer duration is between 1-10 seconds.

11. The method according to claim 7, characterized in that The predetermined time value is a value determined by a control mechanism that monitors the minimum requirements of the brake test.

12. An electronic brake testing device, characterized in that: Used in vehicle braking systems to ensure compliance with safety regulations and to ensure that the braking system operates properly, the brake testing device comprises: a. at least one controller; b. at least one emergency brake sensor in communication with at least one emergency brake and the at least one controller; c. at least one service brake sensor in communication with at least one service brake and the at least one controller; d. at least one emergency brake status indicator in communication with the at least one controller; e. at least one service brake status indicator in communication with said at least one controller; f. at least one motor torque sensor or at least one directional odometry sensor in communication with at least one motor and said at least one controller; g. at least one timer in communication with said at least one controller; and h. at least one motor torque generator in communication with the at least one motor and the at least one controller; wherein the at least one controller receives a signal from each of the at least one emergency brake sensor, the at least one service brake sensor, the at least one emergency brake status indicator, the at least one service brake status indicator, the at least one motor torque sensor, the at least one directional odometry sensor, and the at least one timer, wherein the controller is used to record data calculated and determined throughout the emergency brake and service brake testing process with a test date and time stamp; The controller is further configured to record a failed test date and timestamp along with data calculated and determined throughout the emergency brake and service brake testing process and at least one of: i. transmitting a failed test notification; ii. setting a maximum vehicle speed value to a lower vehicle speed value to allow the vehicle to be safely driven for repair; iii. setting a spring applied hydraulic release SAHR brake circuit hydraulic value to a maximum value, effectively making the vehicle non-drivable until diagnostics and / or repairs are performed; and combinations of data i, ii and iii.

13. The electronic brake testing device according to claim 12, characterized in that: The vehicle is selected from the group consisting of an electric vehicle, an electric mining vehicle, and an internal combustion engine vehicle.

14. The electronic brake testing device according to claim 12, characterized in that: Also includes at least one of the following components: i. Start / stop switch; ii. a display, in communication with the at least one controller; iii. an on / off status indicator in communication with the at least one controller; iv. at least one throttle sensor in communication with said at least one controller; v. at least one throttle status indicator in communication with said at least one controller and said display; vi. at least one data logger to record data from brake testing; as well as vii. At least one communication component to transmit said data from said at least one data logger.

15. The electronic brake testing device according to claim 12, characterized in that: The at least one directional ranging sensor is a forward drive sensor, a neutral drive sensor, and a reverse drive FNR sensor.

16. The electronic brake testing device according to claim 14 or 15, characterized in that: Also included is at least one orientation status indicator in communication with the at least one controller and the at least one display.

17. The electronic brake testing device according to claim 14 or 15, characterized in that: Also included is an FNR status indicator in communication with the at least one controller and the at least one display.

18. The electronic brake testing device according to claim 14 or 15, characterized in that: The at least one communication component is wired communication, WiFi, Bluetooth, Internet of Things IoT, Long Term Evolution LTE wireless, a data storage medium port and / or a combination thereof.

19. The electronic brake testing device according to any one of claims 12 to 15, characterized in that: A date and time stamp component is also included to provide the date and time of the completed brake test.

20. The electronic brake testing device according to any one of claims 13 to 15, characterized in that: The at least one emergency brake sensor and the at least one service brake sensor are analog sensors.

21. The electronic brake testing device according to any one of claims 13 to 15, characterized in that: The at least one emergency brake sensor and the at least one service brake sensor are pressure sensors for sensing pressure on brake pads or brake lines and converting the pressure into a voltage output.

22. A method for testing a braking system of a vehicle, characterized in that: The braking system includes an emergency brake and a service brake, and the method includes: Step a: Testing the emergency brake includes the following steps: i. Fully and simultaneously apply the emergency brake: ii. determine whether the vehicle is in motion; and iii. Determine whether the service brake is not engaged; iv. If the answer to step ii and / or step iii is no, return to step ii and step iii until both steps are yes; v. If the answer to step ii and step iii is yes, applying a predetermined torque to the vehicle motor, the torque having a predetermined value; wherein the torque has a maximum possible torque; vi. upon reaching a predetermined torque on the vehicle motor, starting a timer for a predetermined time interval while ensuring that the predetermined torque is applied to the vehicle motor for longer than the predetermined time interval and the emergency brake prevents the vehicle from moving without assistance from the service brakes; vii. If the answer to step vi is yes, stop the emergency brake test to confirm that the emergency brake test has been passed, and move to step b; viii. If step vi is no, stopping the emergency brake test to confirm failure of the emergency brake test, and setting the vehicle to be inoperable until the above step vi is yes; Step b: testing the service brake, comprising the following steps: i. Fully and simultaneously apply the service brakes: ii. determining whether the vehicle is in motion or moving forward; and iii. determining whether the emergency brake is not engaged; iv. If the answer of step ii or step iii is no, then return to step ii and step iii until both step ii and step iii are yes; v. If the answer to step ii and step iii is yes, a predetermined torque is applied to the motor, the torque having a predetermined value; wherein the torque has a maximum possible torque; vi. upon reaching a predetermined torque on the vehicle motor, starting a timer for a predetermined time interval while ensuring that if the predetermined torque is applied to the vehicle motor for more than the predetermined time interval, the service brakes prevent the vehicle from moving without assistance from the emergency brake; vii. If step vi is yes, stopping the service brake test to confirm passing the service brake test, and sending and recording the service brake test passing result to the controller; wherein once the passing results of the emergency brake test and the service brake test are achieved, the vehicle is approved for operation; viii. If step vi is no, stop the test to confirm that the service brake test has not been passed and set the vehicle inoperable until step a, vi and step b, vi are yes.

23. The method according to claim 22, characterized in that Also includes: Step 1: Receiving a motor torque value to cause a load on the brake by at least one controller of the brake testing device, and calculating the motor torque value causing the load on the brake based on data parameters corresponding to the following parameters: a. Maximum permissible vehicle speed limit; b. Gross vehicle weight; c. Maximum descent angle of the road surface; d. the radius of the statically loaded tire of the vehicle; e. the overall gear ratio between the motor of the vehicle and the wheel assembly of the vehicle; allowing the at least one controller to calculate a maximum retarding torque value required for decelerating the vehicle to zero speed; or f. wherein the maximum retarding torque value required for decelerating the vehicle to zero speed is based on TB=[rT×Wv×(Fd+sinθ)] / RG, where TB=required maximum retarding torque, rT=radius of statically loaded tire, Wv=gross vehicle weight, Fd=retarding factor, θ=maximum inclination angle of road surface, RG=overall gear ratio between motor and wheel assembly; Step 2: Determine whether to apply the emergency brake; Step 3: If step 2 is yes, i.e. the emergency brake is applied, then move to step 4; if step 2 is no, then return to step 2 until the answer is yes; Step 4: Determine whether the gear position of the vehicle is in the forward gear; Step 5: If the answer to step 4 is yes, move to step 6; if it is no, return to step 4 until the answer is yes; Step 6: Determining whether the service brake is not engaged; Step 7: If yes, move to step 8; if no, return to step 6 until the answer is yes; Step 8: Engage the throttle and determine whether the current traction motor torque output value of the vehicle is greater than the pre-calculated traction motor torque; Step 9: If yes, start a timer for a predetermined time interval to ensure that the current traction motor torque output value of the vehicle remains greater than the pre-calculated motor torque during the entire predetermined time interval; the predetermined time interval is in the range of 10ms to 500ms; Step 10: If no, return to step 8 until the answer is yes; Step 11: Determine whether the RPM value of the traction motor torque during the entire predetermined time interval is less than a predetermined maximum RPM value of the traction motor torque; Step 12: If the answer to step 9 and step 11 is yes, then the passed test date and time stamp is recorded in the controller together with the data calculated and determined during the entire emergency brake test process, and proceed to the service brake test step 13; If steps 9 and 11 are negative, a failed test date and time stamp is logged to the controller along with the data calculated and determined throughout the emergency brake test and at least one of the following steps: i. Notification of test failure is sent via email or text, and the OEM specifies the email or text; ii. the controller sets the maximum allowable vehicle speed limit to a lower vehicle speed limit set by the OEM to allow the vehicle to be moved in a safe manner for repair until the brake system test is passed; wherein the lower vehicle speed limit is greater than 0% and less than 100% of the maximum vehicle speed limit; or the lower vehicle speed limit is set by local work site conditions until the brake system test is passed; iii. the controller sends a command to set the spring applied hydraulic release SAHR brake circuit hydraulic pressure value to a maximum value so that the vehicle is not drivable until diagnosis and / or repair can be performed; and a combination of steps i, ii and iii; Step 13: Determine whether to apply the service brakes; Step 14: If step 13 is yes, i.e. the service brakes are applied, move to step 15; if no, return to step 13 until the answer is yes; Step 15: Determine whether the gear position of the vehicle is in the forward gear; Step 16: If the answer to step 15 is yes, move to step 17; if it is no, return to step 15 until the answer is yes; Step 17: Determining whether the emergency brake is not engaged; Step 18: If the answer to step 17 is yes, that is, the emergency brake is not engaged, move to step 19, if not, return to step 17 until the answer is yes; Step 19: Engage the throttle and determine whether the current traction motor output value of the vehicle is greater than the pre-calculated traction motor torque; Step 20: If yes, start a timer for a predetermined time interval, the predetermined time interval being sufficient to ensure that the current traction motor torque output value of the vehicle remains greater than the pre-calculated motor torque during the entire predetermined time interval; if no, return to step 8 until the answer is yes; Step 21: Determine whether the RPM value of the traction motor is less than a predetermined maximum RPM value of the traction motor during the entire predetermined time interval; Step 22: If steps 19 and 21 are yes, then a passed test date and time stamp is recorded into the controller along with the data calculated and determined throughout the service brake test process and the vehicle is approved for operation and use; Step 23: If Step 19 and Step 21 are no, then a failed test date and time stamp is recorded in the controller along with data calculated and determined throughout the service brake test process and at least one of the following steps: i. Send test failure notification via OEM specified email or text; ii. the controller sets the maximum allowable vehicle speed limit to a lower vehicle speed limit proposed by the OEM to allow the vehicle to be moved in a safe manner for repair until the brake system test is passed; iii. the controller sends a command to set the emergency brake, setting the spring applied hydraulic release SAHR brake circuit hydraulic pressure value to a maximum value so that the vehicle is not drivable until diagnosis and / or repair can be performed; and a combination of steps i, ii and iii.

24. The method according to claim 22 or 23, characterized in that Also includes at least one of the following steps: sending and recording a pass result of the emergency brake test to a controller or sending and recording a fail result of the emergency brake test to the controller; A service brake test failure result is sent and logged to the controller.

25. The method according to claim 23, characterized in that A motor torque value causing a load on the brake is calculated based on a data parameter corresponding to the deceleration factor.

26. The method according to claim 23, characterized in that The predetermined time interval is 10ms; The lower vehicle speed limit is 50% of the maximum vehicle speed limit.

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