System and method for automatically detecting towing brakes

Abstract

The invention provides a system and a method for automatically detecting a towing brake. A monitoring system for a brake assembly of a vehicle may include a temperature sensor disposed proximate to the brake assembly to measure an actual temperature of the brake assembly; a controller operably coupled to the temperature sensor and including a thermal model, the controller configured to determine a predicted temperature of the brake assembly using the thermal model; and a user interface operably coupled to the controller to provide notifications to an operator of the vehicle. The controller may compare the actual temperature to the predicted temperature and may automatically generate a notification in response to the actual temperature exceeding the predicted temperature by a threshold amount.

Description

Technical Field

[0001] Example embodiments relate generally to vehicle control and monitoring systems and, more particularly, to a system for automatically detecting drag brakes. Background Art

[0002] Electrically actuated brakes are currently found in trailer drum brake applications and in various parking brake applications where a signal is sent to an electromagnet or direct current (DC) motor actuator to control the amount of braking torque to be applied. Automotive brake system suppliers are offering similar brake systems as an option, replacing today's common hydraulically actuated brake systems.

[0003] As this technology migration occurs, it may be desirable to develop better ways of monitoring brake system components. Summary of the invention

[0004] According to an example embodiment, a monitoring system for a brake assembly of a vehicle may thus be provided. The system may include: a temperature sensor disposed proximate the brake assembly to measure an actual temperature of the brake assembly; a controller operably coupled to the temperature sensor and including a thermal model, the controller configured to determine a predicted temperature of the brake assembly using the thermal model; and a user interface operably coupled to the controller to provide a notification to an operator of the vehicle. The controller may compare the actual temperature to the predicted temperature and may automatically generate a notification in response to the actual temperature exceeding the predicted temperature by a threshold amount.

[0005] In another example embodiment, a method for automatically monitoring a brake assembly of a vehicle may also be provided. The method may include: receiving an actual temperature of the brake assembly from a temperature sensor; determining a predicted temperature of the brake assembly using a thermal model via a controller; comparing the actual temperature to the predicted temperature; and generating a notification to an operator via a user interface in response to the actual temperature exceeding the predicted temperature by a threshold amount. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Having thus generally described the invention, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in which:

[0007] Figure 1 A block diagram of a brake assembly of a vehicle is shown;

[0008] Figure 2 shows a block diagram of a brake assembly monitoring system according to an example embodiment;

[0009] Figure 3 A block diagram showing some components of a brake assembly monitoring system according to an example embodiment; and

[0010] Figure 4 A block diagram is shown of various processes associated with performing a method of automatically monitoring a brake assembly according to an example embodiment. DETAILED DESCRIPTION

[0011] Some example embodiments will now be described more fully below with reference to the accompanying drawings, in which some but not all example embodiments are shown. In fact, the examples described and depicted herein should not be construed as limiting the scope, applicability or configuration of the present disclosure. Rather, these example embodiments are provided so that the present disclosure will meet applicable requirements. The same reference numerals always refer to the same elements. In addition, as used herein, the term "or" will be interpreted as a logical operator whose result is true whenever one or more of its operands are true. As used herein, an operable connection should be understood to involve a direct or indirect connection, in either case, the connection being able to achieve the functional interconnection of components that are operably connected to each other.

[0012] One problem that arises in the context of brake applications (and particularly in the context of performance brake applications) is unintended dragging of one or more brakes. Figure 1 A brake assembly 10 is shown that includes a brake disc or disk 12 that rotates with a corresponding wheel of a vehicle, a brake pad carrier 14, a brake pad 16, a displacement assembly 18 (e.g., a piston assembly, a magnet assembly, a motor assembly, etc.), and a caliper 20 that houses the brake pad 16 and the displacement assembly 18. The disc 12 rotates, for example, in the direction of arrow 30, and thus when the displacement assembly 18 is actuated to push the brake pad carrier 14 toward the disc 12 in response to an operator operating the brake pad, contact between the brake pad 16 and the disc 12 exerts a force on the disc 12 that is opposite to the direction of rotation represented by arrow 30. Thus, the action of applying a force from the brake pad 16 to the disc 12 may be referred to as applying a braking torque, which may correspondingly slow the rotation of the disc 12 and the wheel.

[0013] In response to the operator releasing the brake pedal, the shifting assembly 18 may disengage and move away from the disc 12, thereby releasing the brake pads 16 from contact with the disc 12 and allowing the disc to rotate freely again. However, in some cases, the brake pads 16 may remain in contact with the disc 12 despite the brake pedal having been released for any reason. In some cases, various reasons and factors may cause the shifting assembly 18 to remain activated after it should be released, or may cause the brake pads 16 to remain in contact with the disc 12 in other ways. Regardless, a brake pad 16 that may remain in contact with the disc 12 after the operator has released the brake pedal may be referred to as a drag brake. As the vehicle continues to operate, the drag brake may apply force on the disc 12 as it rotates, even though the brake assembly 10 may not be intentionally actuated. This may result in less efficient operation of the vehicle and, in particular, cause the brake assembly 10 to generate excessive heat due to friction between the brake pads 16 and the disc 12. The drag brake pads 16 may often be difficult for the operator of the vehicle to detect, and depending on a variety of factors about the vehicle and the drag brakes, the operator may or may not be aware of the drag brakes. Therefore, it may be desirable to design and implement a monitoring system for the brake assembly 10 that will automatically notify the operator when drag brakes are detected.

[0014] Figure 2 1 shows a block diagram of a brake assembly monitoring system 100 of an example embodiment. Components of the monitoring system 100 may be incorporated into a vehicle 110 (e.g., via an operative connection to a chassis of the vehicle 110, various components of the vehicle 110, and / or an electronic control system of the vehicle 110). It is worth noting that, although Figure 2 The components of the control system 100 may be operably coupled to the vehicle 110, but it should be appreciated that such connection may be direct or indirect. In addition, some of the components of the control system 100 may be connected to the vehicle 110 via intermediate connections to other components of the chassis or other electronic and / or mechanical systems or components.

[0015] The brake assembly monitoring system 100 may be operably coupled to a vehicle control system, which may include one or more input devices in the form of one or more control pedals. In some embodiments, the control pedal may include a brake pedal 120. However, the control pedal may alternatively be a manually operated or any other operable member via which the operator 125 may provide input indicating the operator's 125 intention relative to controlling the net torque applied to the wheels of the vehicle 110. The control system 100 may also include a position sensor for the brake pedal 120 in the form of a corresponding brake pedal position sensor 130. In an example embodiment, the brake pedal sensor 130 may be a brake pedal position sensor. The brake pedal sensor 130 may thus provide a signal as an output, and the signal may indicate the precise position of the brake pedal 120 relative to the range of motion of the brake pedal 120. In some other cases, the brake pedal sensor 130 may be a brake pedal angle sensor. In this regard, the brake pedal sensor 130 may provide a signal as an output, and the signal may indicate the precise angle of the brake pedal 120 relative to a reference angle of the brake pedal 120 or the angular range of the brake pedal 120. In any case, the signal from the brake pedal sensor 130 may be transmitted to a controller 140. The controller 140 may be a component in both the vehicle control system of the vehicle 110 and the brake assembly monitoring system 100. Thus, the controller 140 may be configured to perform other tasks that may or may not be related to propulsion and braking control or performance management.

[0016] In an example embodiment, the controller 140 may receive information from various components or subassemblies of the vehicle 110 (such as a signal from the brake pedal sensor 130), which may be used to determine the vehicle state. Additionally or alternatively, various sensors may be included that are operably coupled to the components or subassemblies, and the various sensors may provide input to the controller 140 for determining the vehicle state. Such sensors may be part of a sensor network, and the sensors of the sensor network may be operably coupled to the controller 140 (and / or the components or subassemblies) via a vehicle communication bus (e.g., a controller area network (CAN) bus). One such component or subassembly that may be operably coupled to the controller 140 may be a brake assembly 150 or a plurality of brake assemblies 150.

[0017] The controller 140 may be operably coupled to the brake assembly 150 or multiple brake assemblies 150 of the vehicle 110 via a CAN bus. In an exemplary embodiment, the vehicle 110 may include one brake assembly 150 for each wheel 160 of the vehicle 110. Figure 2In the embodiment depicted in FIG. 1 , two brake assemblies 150 are shown for illustrative purposes only, but also to illustrate how the monitoring system 100 can simultaneously monitor more than one brake assembly 150. However, it should be noted that in many cases, the vehicle 110 may have more than two wheels 160, and therefore may also have more than two brake assemblies 150.

[0018] The brake assembly 150 of some embodiments may include a shift assembly 170, a brake pad 180, a disc 190 (or a brake disc), a temperature sensor 200, and a local controller 210, which may be disposed at the brake assembly 150. In response to receiving a signal from the brake pedal sensor 130 via the controller 140, the local controller 210 may provide an output signal to the shift assembly 170 corresponding to the amount of braking torque to be applied to the wheel 160 via the brake pad 180 and the disc 190. As described above with reference to Figure 1 As described, braking torque may be applied to the wheel 160 via contact between the brake pad 180 and the disc 190, thereby generating braking torque due to friction between the brake pad 180 and the disc 190. The amount of braking torque applied to the wheel 160 may be a result of pressure applied to the brake pad 180 from the shift assembly 170, which may be activated accordingly by a signal from the local controller 210. In some cases, the shift assembly 170 may include a hydraulic assembly for applying pressure to the disc 190 via the brake pad 180. Such cases may utilize a piston assembly as the shift assembly 170. In some other cases, the brake may be an electromagnetic brake, in which case the shift assembly 170 may include a magnet for applying pressure to the disc 190 via the brake pad 180. In an example embodiment, the brakes of the vehicle 110 may be electromechanical. In such cases, the shifting assembly 170 may include a motor or actuator configured to shift the brake pads 180 to accordingly apply pressure to the disc 190. Other shifting assembly 170 mechanisms may also be used to accordingly shift the brake pads 180, and thus the above examples do not constitute an exhaustive list of possibilities.

[0019] In response to the brake assembly 150 applying a braking torque, the brake assembly 150 may generate heat as a byproduct of the friction between the brake pad 180 and the disc 190. Therefore, in order to monitor the brake assembly 150 to prevent operation in an excessively high temperature condition, the brake assembly 150 of some example embodiments may include a temperature sensor 200. Typically, the temperature sensor 200 may be disposed proximate to the shift assembly 170 or otherwise operably coupled to the shift assembly. In such cases, the temperature sensor 200 may monitor the temperature of the shift assembly 170 to ensure that the shift assembly 170 does not overheat to the extent that any necessary components of the shift assembly 170 (e.g., motors, pistons, magnets, etc.) that may be involved in physically actuating the brake pad 180 are damaged. In some cases, the temperature sensor 200 may be operably coupled to a local controller 210 and may transmit a signal corresponding to the actual temperature of the shift assembly 170 to the local controller 210 and possibly to the controller 140. In the event that an excessive temperature condition is detected, the local controller 210 and / or the controller 140 may take preventative measures to reduce the temperature of the brake assembly 150 as a whole. In an example embodiment, the temperature sensor 200 may be a thermocouple. In some cases, an excessive temperature condition of the shift assembly 170 may include detecting a temperature exceeding approximately 140° C. to 160° C. In some other cases, an excessive temperature condition of the shift assembly 170 may include detecting a temperature exceeding approximately 150° C.

[0020] The temperature sensor 200 of some embodiments may also be used to detect the presence of a dragging brake and notify the operator 125 accordingly via the local controller 210, the controller 140, and the user interface 220. In this regard, as described above, dragging brakes may generate excessive heat due to the friction between the brake pads 180 and the disc 190. The amount of heat generated from dragging brakes may vary from situation to situation, depending on a combination of factors including, but not limited to, the amount of braking torque applied by the dragging brakes, the duration that the brakes may have been dragging, the ambient air temperature outside the vehicle, etc. Therefore, using the temperature sensor 200 to detect a dragging brake may not be accomplished by simply comparing the temperature of the brake assembly 150 to a predetermined temperature value (such as the method described above for monitoring the shift assembly 170). Instead, the monitoring assembly 100 may predict what the temperature of the brake assembly 150 should be based on a number of factors including how much braking torque is generated within a certain amount of time. The monitoring assembly 100 will determine the following: Figure 3 A detailed discussion is given accordingly.

[0021] Figure 3 The block diagram depicts the Figure 2 A closer view of the brake assembly monitoring system 100. Figure 3As shown, the temperature sensor 200 can measure the actual temperature of the brake assembly 150. In some cases, the actual temperature of the brake assembly 150 can be the temperature of the brake pad 180. In another example embodiment, similar to the method for monitoring the shift assembly 170 described above, the actual temperature can correspond to the temperature of the shift assembly 170. In such an example, the actual temperature recorded by the temperature sensor 200 can be used to monitor both the shift assembly 170 and detect the drag brake. In any case, the temperature sensor 200 can transmit the actual temperature to the controller 140 via the local controller 210 and the CAN bus. The processing circuit system (e.g., the processor 230 and the memory 240) at the controller 140 can process the information received from the temperature sensor 200 by running one or more control algorithms. The control algorithm can include instructions that can be stored by the memory 240 for retrieval and execution by the processor 230. In some cases, the memory 240 can also store one or more tables (e.g., lookup tables), and can use the information in the table and / or the information as described herein to perform various calculations and / or applications.

[0022] In an example embodiment, the memory 240 may include a thermal model 250. The thermal model 250 may define a relationship between the amount of braking torque applied to the wheel 160 and the amount of heat generated by the brake assembly 150 due to the application of the braking torque (i.e., the temperature of the brake assembly 150). In other words, the thermal model 250 may be an algorithm or program that the controller 140 may use to determine the predicted (e.g., expected) temperature of the brake assembly 150 based on the operation of the brakes and the ambient temperature and other factors. In this regard, when the vehicle 110 is operating, the controller 140 may use the thermal model 250 to continuously calculate what the predicted temperature of the brake assembly 150 may be. The predicted temperature of some embodiments may be based on the braking torque, time, and the ambient air temperature outside the vehicle 110, respectively. Thus, for example, when the brake assembly 150 may be used, the controller 140 may use the thermal model 250 to continuously update the predicted temperature of the brake assembly 150 for how long the brake assembly may be used, how hard the brake assembly may be used, and under what environmental conditions the brake assembly may be used. At the same time, the processor 230 of the controller 140 can compare the actual temperature of the brake assembly 150 from the temperature sensor 200 with the predicted temperature of the brake assembly 150 derived from the thermal model 250. The controller 140 can automatically generate a notification to the operator 125 at the user interface 220 to indicate the presence of the drag brake in response to the actual temperature exceeding the predicted temperature by a threshold amount. In some cases, the notification can indicate which specific brake assembly 150 of the vehicle 110 may include the drag brake. In an example embodiment, the notification can also include a suggestion to repair the vehicle 110 as soon as possible. In some cases, the threshold amount can be between about 5°C and about 15°C. In some other cases, the threshold amount can be about 10°C.

[0023] In an example embodiment, the user interface 220 may be a display that may be disposed within the vehicle 110, such as at a dashboard, instrument cluster, entertainment unit, or other component of the vehicle 110. In some cases, the notification may remain displayed at the user interface 220 as long as the actual temperature exceeds the predicted temperature by a threshold amount, and may be removed accordingly in response to the difference between the actual temperature and the predicted temperature falling back below the threshold amount. In some other cases, the notification may remain displayed after the difference between the actual temperature and the predicted temperature falls below the threshold amount, and may remain displayed until the operator 125 or a technician servicing the vehicle 110 clears the notification. In an example embodiment, the user interface 220 may be a display that is remotely disposed relative to the vehicle 110. In such a case, the controller 140 may be operably coupled to a wireless communication module of the vehicle 110, which may be configured to allow the controller 140 to communicate with the operator 125 via the Internet. In other words, the user interface 220 may be a personal electronic device of the operator 125, such as, but not limited to, a laptop computer, a tablet computer, a smart phone, and a smart watch device. Thus, regardless of the proximity of the operator 125 to the vehicle 110 , the operator 125 may be notified of the drag brakes via the remote user interface 220 , possibly even after the vehicle 110 is powered off and parked.

[0024] It is worth noting that while the above examples primarily relate to disc brakes, similar concepts may be employed with respect to drum brakes, where the movement of the brake shoes may be radially inward and radially outward, rather than inward and outward in an axial direction (parallel to the axis of the brake disc or disk), as is used with disc brakes having brake pads. Additionally, the monitoring system 100 may be applied to embodiments where the brake assembly 150 may be an electromechanical brake assembly, a hydraulic brake assembly, an electromagnetic brake assembly, or any other form of brake assembly 150.

[0025] Figure 4 A block diagram of an example method for providing automatic monitoring of a brake assembly 150 is shown. The method may include receiving an actual temperature of the brake assembly from a temperature sensor at operation 400. The method may also include determining a predicted temperature of the brake assembly 150 using the thermal model 250 via the controller 140 at operation 410, and comparing the actual temperature to the predicted temperature at operation 420. In response to the actual temperature exceeding the predicted temperature by a threshold amount, the method may include automatically generating a notification to an operator via a user interface at operation 430.

[0026] A monitoring system for a brake assembly of a vehicle may therefore be provided. The system may include: a temperature sensor disposed proximate the brake assembly to measure an actual temperature of the brake assembly; a controller operably coupled to the temperature sensor and including a thermal model, the controller configured to determine a predicted temperature of the brake assembly using the thermal model; and a user interface operably coupled to the controller to provide a notification to an operator of the vehicle. The controller may compare the actual temperature to the predicted temperature and may automatically generate a notification in response to the actual temperature exceeding the predicted temperature by a threshold amount.

[0027] The monitoring system of some embodiments may include additional features, modifications, extensions, etc. to achieve further goals or enhance the performance of the monitoring system. Additional features, modifications, extensions, etc. may be added in any combination with each other. The following is a list of various additional features, modifications, and extensions, which may be added individually or in any combination with each other. For example, the controller may determine the predicted temperature of the brake assembly based on the braking torque, time, and ambient air temperature outside the vehicle. In an example embodiment, the controller may continuously determine the predicted temperature of the brake assembly when the vehicle can be operated. In some cases, the notification may indicate to the operator that at least one brake may be dragging. In an example embodiment, the notification may remain displayed as long as the actual temperature exceeds the predicted temperature by a threshold amount. In some cases, the notification may remain displayed after the difference between the actual temperature and the predicted temperature drops below a threshold amount. In an example embodiment, the threshold amount may be 10°C. In some cases, the temperature sensor may be a thermocouple. In an example embodiment, the brake assembly may be an electromechanical brake assembly. In some cases, the user interface may be a display provided in the vehicle. In an example embodiment, the user interface may be a display provided at a personal electronic device of the operator.

[0028] A method of automatically monitoring a brake assembly of a vehicle may also be provided. The method may include: receiving an actual temperature of the brake assembly from a temperature sensor; determining, via a controller, a predicted temperature of the brake assembly using a thermal model; comparing the actual temperature to the predicted temperature; and generating a notification to an operator via a user interface in response to the actual temperature exceeding the predicted temperature by a threshold amount.

[0029] A person skilled in the art of the invention who has benefited from the teachings presented in the foregoing description and the associated drawings will think of many modifications and other embodiments of the invention set forth herein. Therefore, it should be understood that the invention is not limited to the specific embodiments disclosed, and modifications and other embodiments are intended to be included within the scope of the appended claims. In addition, although the foregoing description and the associated drawings describe exemplary embodiments in the context of certain exemplary combinations of elements and / or functions, it should be understood that alternative embodiments may provide different combinations of elements and / or functions without departing from the scope of the appended claims. In this regard, for example, as may be set forth in some of the appended claims, combinations of elements and / or functions different from those explicitly described above are also contemplated. Where advantages, benefits, or solutions to problems are described herein, it should be understood that such advantages, benefits, and / or solutions may be applicable to some example embodiments, but not necessarily to all example embodiments. Therefore, any advantages, benefits, or solutions described herein should not be considered to be critical, necessary, or essential to all embodiments or embodiments claimed herein. Although specific terms are employed herein, they are used only in a general and descriptive sense, not for the purpose of limitation.

[0030] According to the present invention, a monitoring system for a brake assembly of a vehicle is provided, the monitoring system having: a temperature sensor, the temperature sensor being arranged near the brake assembly to measure the actual temperature of the brake assembly; a controller, the controller being operably connected to the temperature sensor and including a thermal model, the controller being configured to determine a predicted temperature of the brake assembly using the thermal model; and a user interface, the user interface being operably connected to the controller to provide a notification to an operator of the vehicle, wherein the controller compares the actual temperature with the predicted temperature and automatically generates a notification in response to the actual temperature exceeding the predicted temperature by a threshold amount.

[0031] According to one embodiment, the controller determines a predicted temperature of the brake assembly based on brake torque, time, and ambient air temperature outside the vehicle.

[0032] According to one embodiment, the controller continuously determines the predicted temperature of the brake assembly while the vehicle is operating.

[0033] According to one embodiment, the notification indicates to the operator that at least one brake is dragging.

[0034] According to one embodiment, the notification remains displayed as long as the actual temperature exceeds the predicted temperature by a threshold amount.

[0035] According to one embodiment, the notification remains displayed after the difference between the actual temperature and the predicted temperature drops below a threshold amount.

[0036] According to one embodiment, the threshold amount is 10°C.

[0037] According to one embodiment, the temperature sensor is a thermocouple.

[0038] According to one embodiment, the brake assembly is an electromechanical brake assembly.

[0039] According to one embodiment, the user interface is a display provided in the vehicle.

[0040] According to one embodiment, the user interface is a display provided at a personal electronic device of the operator.

[0041] According to the present invention, a method for automatically monitoring a brake assembly of a vehicle includes: receiving an actual temperature of the brake assembly from a temperature sensor; determining a predicted temperature of the brake assembly using a thermal model via a controller; comparing the actual temperature to the predicted temperature; and automatically generating a notification to an operator via a user interface in response to the actual temperature exceeding the predicted temperature by a threshold amount.

[0042] In one aspect of the present invention, a controller determines a predicted temperature of the brake assembly based on brake torque, time, and ambient air temperature outside the vehicle.

[0043] In one aspect of the present invention, a controller continuously determines a predicted temperature of the brake assembly while the vehicle is operating.

[0044] In one aspect of the invention, the notification indicates to the operator that at least one brake is dragging.

[0045] In one aspect of the invention, the notification remains active as long as the actual temperature exceeds the predicted temperature by a threshold amount.

[0046] In one aspect of the invention, the notification remains displayed after the difference between the actual temperature and the predicted temperature drops below a threshold amount.

[0047] In one aspect of the invention, the threshold amount is 10°C.

[0048] In one aspect of the invention, the temperature sensor is a thermocouple.

[0049] In one aspect of the invention, the brake assembly is an electromechanical brake assembly.

Claims

1. A monitoring system for a brake assembly of a vehicle, the system comprising: a temperature sensor, the temperature sensor being disposed near the brake assembly to measure an actual temperature of the brake assembly; a controller operably coupled to the temperature sensor and comprising a thermal model, the controller configured to determine a predicted temperature of the brake assembly using the thermal model; as well as a user interface operably coupled to the controller to provide notifications to an operator of the vehicle, Wherein the controller compares the actual temperature to the predicted temperature and automatically generates the notification in response to the actual temperature exceeding the predicted temperature by a threshold amount.

2. The monitoring system of claim 1 , wherein the controller determines the predicted temperature of the brake assembly based on brake torque, time, and ambient air temperature outside the vehicle, or the controller continuously determines the predicted temperature of the brake assembly while the vehicle is operating.

3. The monitoring system of claim 1, wherein the notification indicates to the operator that at least one brake is dragging.

4. The monitoring system of claim 3, wherein the notification remains displayed as long as the actual temperature exceeds the predicted temperature by the threshold amount, or after the difference between the actual temperature and the predicted temperature drops below the threshold amount.

5. The monitoring system of claim 1, wherein the threshold amount is 10°C.

6. The monitoring system of claim 1, wherein the temperature sensor is a thermocouple.

7. The monitoring system of claim 1, wherein the brake assembly is an electromechanical brake assembly.

8. The monitoring system of claim 1, wherein the user interface is a display provided in the vehicle or at a personal electronic device of the operator.

9. A method for automatically monitoring a brake assembly of a vehicle, the method comprising: receiving an actual temperature of the brake assembly from a temperature sensor; determining, via a controller, a predicted temperature of the brake assembly using a thermal model; comparing the actual temperature to the predicted temperature; as well as A notification to an operator is automatically generated via a user interface in response to the actual temperature exceeding the predicted temperature by a threshold amount.

10. The method of claim 9, wherein the controller determines the predicted temperature of the brake assembly based on brake torque, time, and ambient air temperature outside the vehicle, or the controller determines the predicted temperature of the brake assembly continuously while the vehicle is operating.

11. The method of claim 9, wherein the notification indicates to the operator that at least one brake is dragging.

12. The method of claim 11, wherein the notification remains active as long as the actual temperature exceeds the predicted temperature by the threshold amount or the notification remains displayed after the difference between the actual temperature and the predicted temperature drops below the threshold amount.

13. The method of claim 9, wherein the threshold amount is 10°C.

14. The method of claim 9, wherein the temperature sensor is a thermocouple.

15. The method of claim 9, wherein the brake assembly is an electromechanical brake assembly.

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