Brake monitoring device and brake device

Abstract

A brake monitoring device includes a controller configured to provide an on signal after a parked state and initiating an off state. The brake monitoring device also includes a monitoring valve configured to pass compressed air according to the opening signal. The brake monitoring device also includes a brake device configured to release the park state in accordance with compressed air introduced from the monitoring valve. The brake device includes a sensor unit configured to sense whether a parking state is normally released. The controller is further configured to provide the off signal after providing the on signal. The monitoring valve is further configured to exhaust compressed air introduced into the brake device as a function of the closing signal.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of priority from Korean Patent Application No. 10-2024-0039695 filed on March 22, 2024, in the Korean Intellectual Property Office, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The invention relates to a brake monitoring device and a brake device. Background Art

[0004] The braking system is a device that reduces the speed of a moving vehicle or stops the vehicle, and is probably the most important device for vehicle safety. The braking system of a vehicle may include a device that uses friction to convert the rotational energy of the tire wheel into heat energy to reduce the speed of the vehicle and stop the vehicle.

[0005] Furthermore, even when parked, the brake system provides a constant braking force to the wheels, stably preventing the vehicle from moving. However, if the parked state persists for an extended period, problems may arise during the release process. These problems may require vehicle maintenance and / or towing, which can lead to costly and time-consuming maintenance and towing, as well as additional damage caused by the vehicle being inoperable.

[0006] The matters described in this Background section are intended to facilitate understanding of the background of the invention and therefore may include matters that are not known to one of ordinary skill in the art. Summary of the Invention

[0007] One aspect of the present invention provides a brake monitoring device capable of monitoring whether a parking state is abnormally released. The present invention also provides a brake device having a structure that facilitates monitoring whether a parking state is abnormally released.

[0008] According to one aspect of the present invention, a brake monitoring device includes a controller configured to provide an on-signal after a parking state and activation of a closed state. The brake monitoring device also includes a monitoring valve configured to allow compressed air to pass in response to the on-signal. The brake monitoring device also includes a braking device configured to release the parking state based on the compressed air introduced from the monitoring valve. The braking device may include a sensor unit configured to sense whether the parking state has been released normally. The controller may provide a off-signal after providing the on-signal. The monitoring valve may exhaust the compressed air introduced into the braking device in response to the off-signal.

[0009] According to another aspect of the present invention, a braking device includes a brake input unit configured to provide a force in a translational direction when compressed air is introduced or discharged. The braking device also includes a force conversion unit configured to change the direction between the force in the translational direction and the torque in the rotational direction. The braking device also includes a brake body configured to provide a braking force based on the torque provided by the force conversion unit. The brake body is configured to provide a torque corresponding to the release of the braking force to the force conversion unit. The braking device also includes a sensor unit disposed in the force conversion unit and configured to sense the force in the translational direction of the brake input unit or the torque provided by the brake body. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The above and other aspects, features and advantages of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0011] Figure 1 is a perspective view showing a braking device and a partially enlarged structure according to an embodiment of the present invention;

[0012] Figure 2A is a flowchart illustrating a process in which a braking device according to an embodiment of the present invention enters a parking state;

[0013] Figure 2B is a diagram showing a brake monitoring device and a brake device in a parking state according to an embodiment of the present invention;

[0014] Figure 3A is a flowchart illustrating a monitoring operation of a brake monitoring device according to an embodiment of the present invention and an operation of a brake device according to the monitoring operation;

[0015] Figure 3B is a diagram showing a brake monitoring device and a brake device when the parking state is normally released;

[0016] Figure 3C is a diagram showing a brake monitoring device and a brake device when the parking state abnormality is released (or the vehicle is in an attached state);

[0017] Figure 4A is a flowchart illustrating a brake monitoring device and a brake device returning to a parking state after a monitoring operation according to an embodiment of the present invention;

[0018] Figure 4B is a diagram showing a brake monitoring device and a brake device returning to a parking state after a monitoring operation according to an embodiment of the present invention; and

[0019] Figure 5 is a flowchart illustrating a method executed by the controller of the brake monitoring device according to the embodiment of the present invention for determining whether the parking state is normally released. DETAILED DESCRIPTION

[0020] The present invention is susceptible to various modifications and embodiments. Specific embodiments are illustrated in the accompanying drawings and described in detail in the detailed description. However, this is not intended to limit the present invention to those specific embodiments. Rather, it should be understood that all modifications, equivalents, and alternatives within the spirit and technical scope of the present invention are encompassed.

[0021] Terms such as first, second, etc. may be used to describe various components, but the components should not be limited by the terms. These terms are used only for the purpose of distinguishing one component from another. For example, a first component may be named a second component, and similarly, a second component may be named a first component without departing from the scope of the present invention. The term "and / or" includes a combination of multiple related listed items or any one of the multiple related listed items.

[0022] The terms used herein are only used to illustrate specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. It should also be understood that the terms "including" or "having" herein specify the presence of the features, numbers, steps, operations, parts, components, or combinations thereof described in this disclosure. However, these terms do not exclude the presence or addition of one or more other features, numbers, steps, operations, parts, components, or combinations thereof.

[0023] Unless otherwise defined, all terms used herein (including technical or scientific terms) may have the same meaning as commonly understood by those skilled in the art to which the present invention pertains. In addition, terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with that in the context of the relevant art. Unless explicitly defined herein, terms should not be interpreted as having an idealized or formal meaning.

[0024] In this document, vehicles (including electric vehicles) refer to various vehicles that move transport objects such as people, animals or goods from a departure point to a destination. These vehicles are not limited to vehicles that travel on roads or tracks. When the controllers, modules, parts, devices, elements, etc. of the present invention are described as having a purpose or performing an operation, function, etc., the controllers, modules, parts, devices, elements, etc. should be regarded as being "configured to" meet the purpose or perform the operation or function in this document. Each controller, module, part, device, element, etc. can be implemented separately or included as part of the device together with a processor and memory (such as a non-transitory computer-readable medium).

[0025] Hereinafter, embodiments of the present invention are described in more detail with reference to the accompanying drawings.

[0026] Reference Figure 1 and Figure 2B, the braking device according to the embodiment of the present invention may include a braking body 100 , a braking input unit 200 , a force conversion unit 300 , and a sensor unit 320 .

[0027] The brake body 100 can be configured to provide a braking force based on the torque provided from the force conversion unit 300, and provide a torque to the force conversion unit 300 based on the release of the braking force. The brake body 100 can be coupled to a wheel of a vehicle. A portion of the brake body 100 (e.g., a brake drum) can rotate based on the rotation of the wheel, and the remaining portion of the brake body 100 may not rotate based on the rotation of the wheel. When the brake body 100 provides the braking force, a portion of the brake body 100 (e.g., a brake drum) can be fixed by forming a friction force relative to the remaining portion of the brake body 100. Therefore, the rotation of the wheel of the vehicle can be suppressed.

[0028] For example, the brake body 100 may include at least one of a brake unit 110, a rotation unit 120, a reset unit 130, a slack adjuster 140, and a brake drum 150. For example, the brake drum 150 may be mounted on a wheel hub by bolts.

[0029] Brake unit 110 may include at least one of a back plate 111, a brake shoe 112, and a lining 113. Back plate 111 may be fixedly mounted to a vehicle axle. Brake shoe 112 may be mounted on both sides of back plate 111. One end of brake shoe 112 may be connected to anchor pin 114 on back plate 111, and the other end may be connected to S-cam 121 via roller 122. Both sides of brake shoe 112 may be maintained connected to anchor pin 114 and S-cam 121 via return spring 131. Brake shoe 112 may rotate about anchor pin 114 by moving roller 122 along the cam profile of S-cam 121 as S-cam 121 rotates. Lining 113 is made of friction material and may be fixed to brake shoe 112 via rivets or the like. Lining 113 may contact or be spaced apart from brake drum 150 depending on the movement of brake shoe 112 caused by rotation of S-cam 121.

[0030] The rotating unit 120 may include an S-cam 121 and at least one of the two rollers 122. The S-cam 121 may be configured through holes in the chamber mounting bracket 240 and the back plate 111. Thus, the S-cam 121 is configured to rotate by receiving torque from the force conversion unit 300 or to provide the force conversion unit 300 with rotational torque generated by the return spring 131 when the brake is released. For example, the S-cam 121 may have a structure in which an S-shaped head is attached to one end of a camshaft. The other end of the camshaft may be connected to the slack adjuster 140.

[0031] The two rollers 122 can be configured to receive the force generated by the rotation of the S-cam 121, which forces the two rollers 122 to move away from each other. The two rollers 122 can also be configured to receive the force that forces the two rollers 122 to move toward each other, thereby rotating the S-cam 121. The S-cam 121 can be positioned between the two rollers 122, and the distance from the center of the S-cam 121 to the rollers can be changed by varying the rotation angle of the S-cam 121. As the distance from the center of the S-cam increases, the S-cam 121 can further push the two rollers 122 away from each other. As the distance from the center of the S-cam decreases, the two rollers 122 can be repositioned to move closer together.

[0032] The two rollers 122 may be positioned in grooves or holes on either side of the brake shoe 112. The gap between the two side portions of the brake shoe 112 may increase as the two rollers 122 move away from each other. The spacing between the two rollers 122 may decrease as the gap between the two side portions of the brake shoe 112 decreases. The lining 113 may be disposed between the brake shoe 112 and the brake drum 150 and may contact the brake drum 150 when the two rollers 122 move away from each other due to rotation of the S cam 121. The contact between the lining 113, which is a friction material, and the brake drum 150 generates a braking force on the brake body 100.

[0033] The return unit 130 may include at least one of a return spring 131 and a spring bracket 132. Both ends of the spring bracket 132 may be connected to multiple points on the brake shoe 112, and these points may experience little positional change as the brake shoe 112 moves. One end of the return spring 131 may be connected to the spring bracket 132, and the other end of the return spring 131 may be connected to a single point on the brake shoe 112. This single point may experience significant positional change as the brake shoe 112 moves. Therefore, the return spring 131 may extend as the brake shoe 112 expands, providing a restoring force. When this restoring force is greater than the torque of the S-cam 121, the restoring force of the return spring 131 may reduce the gap between the two side portions of the brake shoe 112, bringing the two rollers 122 closer together.

[0034] When the brake drum 150 and the lining 113 remain in contact with each other for an extended period, adhesion may develop between the brake drum 150 and the lining 113. Adhesion is affected not only by the vehicle's parking time but also by environmental conditions (e.g., humidity, temperature, etc.) or the lifespan of the brake body 100. Therefore, adhesion can be difficult to predict. When adhesion is strong, the restoring force of the return spring 131 may have difficulty reducing the gap between the two side portions of the brake shoe 112. In this case, the two rollers 122 cannot move closer together, even though they are spaced apart from the S cam 121.

[0035] The slack adjuster 140 may be connected to an end of the S cam shaft and a pin of the push rod 230. The slack adjuster 140 may be rotated by the torque of the S cam 121 and may also be rotated by the force conversion unit 300.

[0036] When the adhesion between the brake drum 150 and the lining 113 is strong, the slack adjuster 140 cannot receive the additional torque of the S cam 121 caused by the two rollers 122 during the return rotation of the S cam 121. Therefore, the position of the other end of the slack adjuster 140 may be affected by the adhesion between the brake drum 150 and the lining 113.

[0037] The brake input unit 200 may be configured to provide a translational force as compressed air is introduced or exhausted. For example, the brake input unit 200 may include at least one of a spring brake chamber 210 , a service brake chamber 220 , a push rod 230 , and a chamber mounting bracket 240 .

[0038] The spring brake chamber 210 may be coupled to the service brake chamber 220, may include a parking spring 211, and may include a chamber housing 212 that accommodates the parking spring 211. When the vehicle is parked, compressed air in the spring brake chamber 210 may be exhausted from the spring brake chamber 210. As a result, the parking spring 211 may expand, and the spring brake chamber 210 may provide a translational force by pushing the push rod 230.

[0039] When the vehicle's parking state is released, compressed air can be introduced into the interior space 213 of the spring brake chamber 210 through the parking port P of the spring brake chamber 210. As a result, the parking spring 211 can be compressed, and the force of the spring brake chamber 210 pushing the push rod 230 can be weakened. At this time, the service brake chamber 220 coupled to the spring brake chamber 210 can pull the push rod 230 and provide a force in the translation direction.

[0040] The service brake chamber 220 may include a service spring 221 and a chamber housing 222 that accommodates the service spring 221. When the vehicle is in motion and the brake pedal of the vehicle is operated, compressed air may be introduced into the service brake chamber 220 through the service port S of the service brake chamber 220. As a result, the service spring 221 may be compressed, and the service brake chamber 220 may provide a force in a translational direction by pushing the push rod 230.

[0041] When the vehicle is in a driving state and the brake pedal of the vehicle is reset, compressed air can be discharged from the service brake chamber 220, the service spring 221 can be expanded, and the force of the service brake chamber 220 pushing the push rod 230 can be weakened. At this time, the service brake chamber 220 can pull the push rod 230 and provide a force in the translation direction.

[0042] One end of the chamber mounting bracket 240 may be connected to the service brake chamber 220, and the other end of the chamber mounting bracket 240 may be connected to the camshaft of the S cam 121. Therefore, the arrangement relationship between the brake input unit 200 and the brake body 100 may be stabilized.

[0043] One end of the push rod 230 can be connected to the spring brake chamber 210 and the service brake chamber 220, and the other end of the push rod 230 can be connected to the force conversion unit 300. Therefore, the position of the other end of the push rod 230 can be moved by the force in the translation direction of the push rod 230.

[0044] The force conversion unit 300 can connect the position of the other end of the push rod 230 to the position of the other end (through hole 140H) of the slack adjuster 140. The push rod 230 can be moved by the force in the translation direction, and the slack adjuster 140 can be rotated by the torque. Therefore, the force conversion unit 300 can convert the direction between the force in the translation direction and the torque in the rotation direction.

[0045] The force conversion unit 300 may include a clevis pin 310 connected to the push rod 230 and extending through the through hole 140H. The clevis pin 310 may fix the positional relationship between the other end of the push rod 230 and the other end (through hole 140H) of the slack adjuster 140. The clevis pin 310 may be coupled to a clevis, and the clevis may be connected to the push rod 230.

[0046] The diameter of clevis pin 310 may be smaller than the diameter of through-hole 140H. Therefore, the direction in which clevis pin 310 pushes slack adjuster 140 in through-hole 140H may vary based on the relationship between the translational force of brake input unit 200 and the torque of brake body 100 associated with clevis pin 310. The relationship between the translational force and the rotational torque may be affected by the adhesion between brake drum 150 and lining 113.

[0047] The sensor unit 320 may be provided in the force conversion unit 300 and may sense the force in the translation direction of the brake input unit 200 or the torque provided by the brake body 100. For example, the sensor unit 320 may be provided to sense the pressure of the clevis pin 310 in the through hole 140H.

[0048] The sensor unit 320 may include an LS sensor 321 disposed on one side of the through hole 140H and an RS sensor 322 disposed on the other side of the through hole 140H. The LS sensor 321 may be disposed in the through hole 140H and may be configured to sense pressure applied to the slack adjuster 140 by the clevis pin 310 in a first direction. The RS sensor 322 may be disposed in the through hole 140H and may be configured to sense pressure applied to the slack adjuster 140 by the clevis pin 310 in a second direction.

[0049] When the contact between the brake drum 150 and the lining 113 is normally released, the S cam 121 receives force from the two rollers 122 during the return rotation, and the S cam 121 provides torque based on the force of the two rollers 122 to the slack adjuster 140. As a result, the slack adjuster 140 pushes the clevis pin 310, and the LS sensor 321 senses the pressure. Therefore, the LS sensor 321 senses that the contact between the brake drum 150 and the lining 113 has been normally released.

[0050] When the brake drum 150 and the lining 113 are attached, the S cam 121 may be spaced apart from the two rollers 122 during the reset rotation. The reset rotation of the S cam 121 is achieved by the force of the spring brake chamber 210 pulling the push rod 230. Therefore, the clevis pin 310 can pull the slack adjuster 140 by the force of the push rod 230, and the RS sensor 322 can sense the pressure. Therefore, the RS sensor 322 can sense the adhesion condition between the brake drum 150 and the lining 113.

[0051] Reference Figure 2A and Figure 2B , the braking device according to an embodiment of the present invention can perform a step of expanding the parking spring 211 in the spring brake chamber 210 (S110), a step of moving the chamber push rod 230 (S120), a step of rotating the slack adjuster 140 (S130), a step of rotating the S cam 121 (S140), a step of moving the roller 122 (S150), a step of moving the lining 113 and contacting the brake drum 150 (S160), and a step of operating the parking brake (S170).

[0052] Reference Figure 2B The brake monitoring device according to an embodiment of the present invention may include at least a portion of the above-mentioned brake device, and may include a controller 550, a monitoring valve 540 and a sensor unit 320, and the sensor unit 320 may include at least one of an LS sensor 321 and an RS sensor 322.

[0053] The controller 550 may be configured to provide an on signal after the parking state and the start-off state. For example, the controller 550 may be part of at least one electronic control unit of the vehicle (eg, a brake control device) and may be implemented as a microcomputer.

[0054] For example, the controller 550 may include a communication interface for communicating with the vehicle's computing system 400 (e.g., controller area network (CAN) communication), and may receive a vehicle start-on signal, a start-off signal, a parking lever operation signal, and a brake pedal signal from the vehicle computing system 400. The controller 550 may determine that the vehicle is in a start-off state by receiving the start-off signal, and may determine that the vehicle is in a parked state by receiving the parking lever operation signal. For example, the computing system 400 may include a processor (e.g., a CPU, a GPU, or an NPU), a storage medium (e.g., a volatile memory, a non-volatile memory, a data storage device, etc.), an input / output interface, and a communication interface.

[0055] In addition, the controller 550 may receive the start-up closing signal and the parking lever operation signal and transmit an opening signal to the monitoring valve 540 after a first predetermined time has passed. For example, the controller 550 may include a clock and / or a timer and may use the clock and / or timer to count the first predetermined time.

[0056] Furthermore, the controller 550 may transmit a closing signal to the monitoring valve 540 after a second predetermined time has elapsed since the transmission of the opening signal to the monitoring valve 540, and may transmit an opening signal to the monitoring valve 540 after a first predetermined time or a third predetermined time has elapsed since the transmission of the closing signal to the monitoring valve 540. In other words, the controller 550 may periodically provide each of the opening and closing signals alternately multiple times. The number of cycles between the signals and the duration of each cycle are not particularly limited. For example, the controller 550 may use a clock and / or a timer to count the first, second, and third predetermined times.

[0057] The monitoring valve 540 may be configured to allow the compressed air to pass according to an opening signal received from the controller 550. For example, the monitoring valve 540 may be implemented as a solenoid valve configured to receive a current signal corresponding to the opening signal from the controller 550 and switch whether to allow the compressed air to pass between the compressed air supplier 510 and the double check valve 530 according to the current signal.

[0058] Reference Figure 2B The brake monitoring device according to the embodiment of the present invention may further include at least one of a battery BAT, a compressed air supplier 510 , a parking circuit 520 , and a double check valve 530 .

[0059] The battery BAT may supply power to the controller 550 at least after the shutdown state is started. For example, the battery BAT may always supply power to the controller 550. Therefore, the controller 550 may operate stably even when the engine of the vehicle is turned off.

[0060] The compressed air supplier 510 may be connected to the parking circuit 520 and may also be connected through the circuit to the monitoring valve 540. For example, the compressed air supplier 510 may be implemented as an air tank containing compressed air.

[0061] The parking circuit 520 may be configured to pass compressed air introduced from the compressed air supplier 510 when the vehicle is in a parking state. For example, the parking circuit 520 may include a parking valve that switches whether to pass the compressed air according to a parking lever operation signal.

[0062] The dual check valve 530 can be configured with two inputs and one output. One of the two inputs is configured to receive compressed air introduced from the monitoring valve 540, and the other is configured to receive compressed air introduced from the parking circuit 520. The output port is connected to the spring brake chamber 210. Of the two inputs, the compressed air from the input with the higher pressure is transmitted to the output port. Therefore, when the parking circuit 520 and the monitoring valve 540 are both open, allowing compressed air to pass through, compressed air provided by the compressed air supplier 510 can be introduced into the spring brake chamber 210 through the dual check valve 530. In other words, when the vehicle is in the parking state and the controller 550 provides an opening signal, the compressed air provided by the compressed air supplier 510 can be introduced into the spring brake chamber 210 through the monitoring valve 540 and the dual check valve 530, temporarily releasing the parking state of the brake device.

[0063] At least one of the LS sensor 321 and the RS sensor 322 of the sensor unit 320 may be disposed in a portion of the brake device (e.g., the through-hole 140H of the slack adjuster 140) to sense whether the parking state has been released normally. For example, when the parking state has been released normally, the LS sensor 321 disposed on the slack adjuster 140 may sense the pressure of the clevis pin 321. For example, when the parking state has been released abnormally (e.g., adhesion between the brake drum 150 and the lining 113), the RS sensor 322 disposed on the slack adjuster 140 may sense the pressure of the clevis pin 321. When the pressure is sensed, the LS sensor 321 and the RS sensor 322 may generate a transmission signal and transmit the transmission signal to the controller 550 wirelessly or via a wired connection. For example, each of the LS sensor 321 and the RS sensor 322 may be a pressure sensor that generates an electrical parameter corresponding to the pressure (e.g., voltage, current, or resistance). The electrical parameter may be transmitted directly to the controller 550 or converted into a communication signal and transmitted to the controller 550. For example, each of the LS sensor 321 and the RS sensor 322 may include a circuit (eg, a circuit for converting into a communication signal or a circuit for receiving power from the battery BAT), and the circuit may be embedded in the slack adjuster 140 .

[0064] Reference Figure 3A and Figure 3B According to an embodiment of the present invention, the brake monitoring device can execute the step of controlling the solenoid valve 540 to be in an open state (S210). Therefore, the parking state of the brake device can be temporarily released by the step of compressing the parking spring 211 by the compressed air 213 in the spring brake chamber 210 (S220), moving (pulling) the chamber push rod 230 (S230), rotating (resetting) the slack adjuster 140 (S240), and rotating (resetting) the S cam 121 (S250).

[0065] At this time, the brake input unit ( Figure 1 The configuration of the brake input unit 200 (200) can be such that the translational force (pulling force) generated when compressed air is introduced from the monitoring valve 540 is less than the torque applied to the force conversion unit 300 by the brake body 100 to the slack adjuster 140 in response to normal release of the braking force. For example, the translational force (pulling force) generated when compressed air is introduced from the monitoring valve 540 can be adjusted by adjusting the opening width of the solenoid valve 540 and / or the double check valve 530, or by adjusting the pressure of the compressed air supplier 510. The size or shape of the spring brake chamber 210 of the brake input unit 200 can be used as a regulating variable for adjusting the opening width or pressure.

[0066] Whether the brake device's lining 113 is attached to the brake drum 150 (S260) may correspond to whether the parking state of the brake device has been released normally. In the normal state, where the lining 113 is not attached to the brake drum 150 (No in S260), contact between the roller 122 and the S cam 121 may be maintained (S271), the slack adjuster 140 may push the clevis pin 310 (S281), the RS sensor 322 may not receive any input, and the LS sensor 321 may receive an input and transmit a signal (S291). The LS sensor 321 may sense the torque applied by the brake body 100 in response to the normal release of the braking force. The controller 550 may not generate a warning signal based on the sensing result of the LS sensor 321, and may generate information indicating that the parking state has been released normally based on the sensing result of the LS sensor 321.

[0067] Reference Figure 3A and Figure 3CIn the abnormal state where the lining 113 is attached to the brake drum 150 (Yes in S260), the roller 122 and the S cam 121 may separate from each other (S272), the chamber push rod 230 may pull the clevis pin 310 (S282), the LS sensor 321 may not receive any input, and the RS sensor 322 may receive an input and transmit a signal (S292). The RS sensor 322 may sense the translational force generated by the introduction of compressed air from the monitoring valve 540. The controller 550 may generate a warning signal based on the sensing result of the RS sensor 322 and may generate information corresponding to the resolution of the abnormal parking state based on the sensing result of the RS sensor 322. The computing system 400 may also output the warning signal. For example, the computing system 400 may output the warning signal by illuminating a light element of the vehicle or outputting a sound from a speaker of the vehicle.

[0068] Reference Figure 4A and Figure 4B After a sufficient time (e.g., a predetermined time) has elapsed from the time the controller 550 provides the on signal until the LS sensor 321 and the RS sensor 322 of the sensor unit 320 transmit signals to the controller 550, the controller 550 may control the solenoid valve 540 to be closed by transmitting a closing signal to the monitoring valve 540 (S310). The monitoring valve 540 may discharge the compressed air introduced into the spring brake chamber 210 of the braking device in response to the closing signal (S320). In addition, the monitoring valve 540 may block the compressed air from the compressed air supplier 510 in response to the closing signal. The parking spring 211 in the spring brake chamber 210 may expand (S330), and the parking brake may be activated (S340).

[0069] Reference Figure 5 The method for determining whether the parking state has been released normally, performed by a controller of a brake monitoring device according to an embodiment of the present invention, may be performed after a vehicle driver parks the vehicle (S17) and turns off the engine (S18). According to this method, the controller may determine whether a certain period of time has elapsed after the vehicle was parked and the engine was turned off (S19), and if the certain period of time has elapsed, operate a solenoid valve (or monitoring valve) (S21).

[0070] Thereafter, the controller may receive a signal from the LS sensor and determine whether the value of the signal (e.g., current or voltage) is greater than 0 (S91). When the signal from the LS sensor is received (or when the value of the signal from the LS sensor is greater than 0) (Yes in S91), the controller may close the solenoid valve (or monitoring valve) (S31a) and hold the vehicle parking brake (S34a).

[0071] When the signal from the LS sensor is not received (or when the value of the signal from the LS sensor is less than or equal to 0) (No in S91), the controller may receive a signal from the RS sensor and determine whether the value of the signal (e.g., current or voltage) is greater than 0 (S92). Here, when the signal from the RS sensor is not received (or when the value of the signal from the RS sensor is less than or equal to 0) (No in S92), the controller may close the solenoid valve (or monitoring valve) (S31b) and maintain the vehicle parking brake (S34b).

[0072] When a signal from the RS sensor is received (or when the value of the signal from the RS sensor is greater than 0) (Yes in S92), the controller may control the vehicle to generate a warning signal or light a warning light (S93), close the solenoid valve (or monitoring valve) (S31c), and maintain the vehicle parking brake (S34c).

[0073] The brake monitoring device according to the embodiment of the present invention may monitor whether the parking state is abnormally released, and the brake device according to the embodiment of the present invention may have a structure that facilitates monitoring whether the parking state is abnormally released.

[0074] While exemplary embodiments have been shown and described above, it will be apparent to those skilled in the art that modifications and variations can be made without departing from the scope of the invention as defined by the appended claims.

Claims

1. A brake monitoring device comprising: a controller configured to provide an on signal after the vehicle is in a parked state and after starting a closed state; a monitoring valve configured to allow compressed air to pass through the monitoring valve in response to the opening signal; as well as a braking device configured to release the parking state according to the compressed air introduced from the monitoring valve, The braking device includes a sensor unit configured to sense whether the parking state is released normally. The controller is further configured to provide a shutdown signal after providing the start signal, and Wherein, the monitoring valve is further configured to discharge the compressed air introduced into the braking device according to the closing signal.

2. The brake monitoring device according to claim 1, further comprising: a parking circuit configured to pass compressed air through the parking circuit in the parking state; as well as Double check valve, comprising: two inputs, including a first input configured to receive compressed air introduced from the monitoring valve and a second input configured to receive compressed air introduced from the parking circuit; as well as The output part is configured to deliver the compressed air from one of the two input parts to the braking device.

3. The brake monitoring device according to claim 1, wherein: The controller is further configured to provide each of the on signal and the off signal alternately and periodically a plurality of times. 4 . The brake monitoring device of claim 1 , further comprising a battery configured to supply power to the controller at least after the shutdown state is initiated.

5. The brake monitoring device according to claim 1, wherein: The controller is further configured to selectively generate a warning signal based on a sensing result of the sensor unit.

6. The brake monitoring device according to claim 1, wherein: The braking device comprises: a brake input unit configured to provide a force in a translational direction when compressed air is introduced or exhausted; a force conversion unit configured to change the direction between the force in the translational direction and the torque in the rotational direction; and Brake body, configured as: providing a braking force according to the torque provided from the force conversion unit; and A torque corresponding to the release of the braking force is provided to the force conversion unit, wherein the sensor unit is provided in the force conversion unit.

7. The brake monitoring device according to claim 6, wherein: The brake input unit is configured so that a force in a translational direction provided in response to compressed air introduced from the monitoring valve is smaller than a force on the force conversion unit due to a torque provided by the brake body according to normal release of the brake force.

8. The brake monitoring device according to claim 7, wherein: The sensor unit comprises: an LS sensor configured to sense a torque provided by the braking body according to normal release of the braking force; and an RS sensor configured to sense a force in a translational direction when compressed air is introduced from the monitoring valve, and Wherein, the controller is further configured as: generating information corresponding to normal release of the parking state based on the sensing of the LS sensor; and Information corresponding to the resolution of abnormal parking state is generated based on the sensing performed by the RS sensor.

9. The brake monitoring device according to claim 8, wherein: The brake input unit includes a push rod configured to move in the translation direction by the force in the translation direction, The brake body includes a slack adjuster configured to be rotated by the torque, and the slack adjuster includes a through hole, The force conversion unit includes a clevis pin configured to be connected to the push rod and pass through the through hole, The LS sensor is disposed in the through hole and is configured to sense that the clevis pin applies pressure to the slack adjuster in a first direction, and The RS sensor is disposed in the through-hole and is configured to sense that the clevis pin applies pressure to the slack adjuster in a second direction.

10. The brake monitoring device according to claim 8, wherein: The brake body comprises: brake drums; An S cam is provided in the brake drum and is configured to: receiving a torque provided from the force conversion unit to rotate; and providing a torque induced by the rotation to the force conversion unit; Two rollers, configured as: receiving a force generated by the rotation of the S cam that moves the two rollers away from each other; and receiving a force for moving the two rollers closer together to rotate the S cam; Brake shoes, configuration: When the two rollers move away from each other, they move toward the brake drum; and When the brake shoe moves away from the brake drum, the two rollers move closer to each other; and a lining disposed between the brake shoe and the brake drum and configured to contact the brake drum when the two rollers move away from each other, wherein the LS sensor is configured to sense that the contact between the brake drum and the lining is normally released, and The RS sensor is configured to sense adhesion between the brake drum and the lining.

11. A braking device comprising: a brake input unit configured to provide a force in a translation direction when compressed air is introduced or exhausted; a force conversion unit configured to change the direction between the force in the translation direction and the torque in the rotation direction; Brake body, configured as: providing a braking force according to the torque provided from the force conversion unit; as well as providing a torque corresponding to the release of the braking force to the force conversion unit; as well as The sensor unit is provided in the force conversion unit and is configured to sense the force in the translation direction of the brake input unit or the torque provided by the brake body.

12. The brake device according to claim 11, wherein the sensor unit comprises: an LS sensor configured to sense a torque provided by the brake body according to a normal release of the braking force; as well as The RS sensor is configured to sense a force in a translation direction of the brake input unit corresponding to abnormal release of the braking force of the brake body.

13. The braking device according to claim 12, wherein: The brake input unit includes a push rod configured to move in the translation direction by the force in the translation direction, The brake body includes a slack adjuster configured to be rotated by the torque, and the slack adjuster includes a through hole, The force conversion unit includes a clevis pin configured to be connected to the push rod and pass through the through hole, The LS sensor is disposed in the through hole and is configured to sense that the clevis pin applies pressure to the slack adjuster in a first direction, and The RS sensor is disposed in the through-hole and is configured to sense that the clevis pin applies pressure to the slack adjuster in a second direction.

14. The braking device according to claim 12, wherein: The brake body comprises: brake drums; S cam, configuration: receiving torque from the force conversion unit to rotate; and providing a torque induced by the rotation to the force conversion unit; Two rollers, configured as: receiving a force generated by the rotation of the S cam that moves the two rollers away from each other; and receiving a force for moving the two rollers closer together to rotate the S cam; Brake shoes, configuration: When the two rollers move away from each other, they move toward the brake drum; and When the brake shoe moves away from the brake drum, the two rollers move closer to each other; and a lining disposed between the brake shoe and the brake drum and configured to contact the brake drum when the two rollers move away from each other, wherein the LS sensor is configured to sense that the contact between the brake drum and the lining is normally released, and The RS sensor is configured to sense adhesion between the brake drum and the lining.

15. The braking device according to claim 11, wherein The brake input unit includes a push rod configured to move in the translation direction by the force in the translation direction; The brake body includes a slack adjuster configured to be rotated by the torque, and the slack adjuster includes a through hole, The force conversion unit includes a clevis pin configured to be connected to the push rod and pass through the through hole, and The sensor unit is disposed in the through hole and configured to sense pressure of the clevis pin.

16. The braking device according to claim 15, wherein: The sensor unit comprises: An LS sensor disposed on a first side in the through hole; and An RS sensor is disposed on the second side of the through hole.

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