Tangential force sensor for brake caliper

Abstract

Disclosed herein are systems and methods for measuring a force applied by a brake pad to a brake caliper by a sensor configured to be positioned between the caliper and the brake pad. Systems and methods herein may include a processor configured to receive an output signal from a sensor and process the signal to generate data regarding a force applied to the caliper and determine a torque generated during braking. The systems and methods herein may include a second sensor that outputs signals representative of measurements of brake pressure, processes the signals to generate data regarding the brake pressure, and determines a brake efficiency generated during braking. In addition, the systems and methods herein may include a plurality of wheel devices including the calipers and sensors disclosed herein.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit and priority of U.S. Patent Application No. 63 / 453,681, filed March 21, 2023, entitled “Tangential Force Sensor for ABrake Caliper,” the contents of which are expressly incorporated herein by reference as if fully set forth herein. Technical Field

[0003] This disclosure generally relates to braking systems, and more specifically, to systems and methods relating to braking systems with sensors. Background Technology

[0004] Disc brake systems, found in vehicles and other wheeled machinery, perform braking by clamping brake pads against a rotating element (e.g., a rotor) within the wheel assembly. The friction generated by clamping the brake pads against this rotating element produces braking torque, which reduces the rotation of the wheel and, consequently, the vehicle. This braking torque is highly dependent on the operating conditions of the brakes, such as component temperature, braking speed, and clamping pressure, due to the properties and composition of the friction materials. Simultaneously, braking torque is also generated under no-braking conditions due to unintended friction between the brake pads and the rotor (i.e., residual drag torque) when no hydraulic pressure is supplied to the brake calipers. Torque caused by no braking is detrimental to a vehicle's fuel economy and / or mileage. In either case, understanding the actual braking torque generated is crucial information for evaluating the output, function, and performance of the braking system. Summary of the Invention

[0005] The following is a brief overview of one or more aspects to provide a basic understanding of these aspects. This overview is not a comprehensive review of all conceived aspects, nor is it intended to identify key or important elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as an introduction to the more detailed descriptions that follow.

[0006] In one aspect of this disclosure, a braking system for a vehicle is provided. The system includes a caliper configured to receive brake pads adjacent to a rotor. Furthermore, the system includes a sensor configured to be positioned between the caliper and the brake pads and configured to output a signal representing a measured value of the force exerted by the brake pads on the caliper when the brake pads contact the rotor. Depending on the embodiment, the sensor may be located at different locations within the braking system. For example, the sensor may be embedded within the caliper. In another example, the sensor is coupled to the outer surface of the caliper. In one or more embodiments, the force is measured by measuring the elastic deformation of the caliper. In one or more embodiments, the brake pads are received within the caliper.

[0007] In one or more embodiments, the system may further include a processor configured to receive an output signal from a sensor, process the output signal to generate data about the force applied to the caliper, and determine the torque generated during braking. In one or more embodiments, the processor is configured to determine the torque substantially in real time. In one or more embodiments, the processor is further configured to examine the determined torque generated during braking and control the braking pressure applied to the brake pads to reduce or increase the torque generated during braking.

[0008] In one or more embodiments, the system may include a second sensor configured to output a signal representing a measurement of braking pressure; and a processor configured to receive the output signal representing the braking pressure from the sensor, process the output signal representing the braking pressure to generate data regarding the pressure applied to the caliper, and determine braking efficiency generated during braking based on the signal representing the force measurement and the signal representing the braking pressure measurement. In one or more embodiments, the processor is configured to determine the braking efficiency substantially in real time.

[0009] In another aspect of this disclosure, a braking system for a vehicle is provided. The system includes a first wheel assembly and a second wheel assembly. Each of the first and second wheel assemblies may include a caliper configured to receive a brake pad adjacent to a rotor. Furthermore, each of the first and second wheel assemblies may include a sensor configured to be positioned between the caliper and the brake pad and configured to output a signal representing a measured value of the force exerted by the brake pad on the caliper when the brake pad contacts the rotor.

[0010] In one or more embodiments, the system may further include a processor configured to receive an output signal from a sensor, process the output signal to generate data about the force applied to the caliper, and determine the torque generated by each of the first and second wheel assemblies during braking. In one or more embodiments, the processor is further configured to compare the torque generated by the first wheel assembly during braking with the torque generated by the second wheel assembly during braking. In one or more embodiments, the processor is configured to determine the torque generated by each of the first and second wheel assemblies during braking substantially in real time.

[0011] In one or more embodiments, the system may include a second sensor configured to output a signal representing a measurement of braking pressure at a first wheel assembly and a second wheel assembly; and wherein a processor is configured to receive the output signal representing the measurement of braking pressure at the first wheel assembly and the second wheel assembly from the second sensor, process the output signal representing the measurement of braking pressure at the first wheel assembly and the second wheel assembly to generate data regarding the pressure applied to the calipers at the first and second wheels, and determine a braking efficiency generated at the first wheel assembly and the second wheel assembly during braking based on the signal representing the force measurement and the signal representing the braking pressure measurement. In one or more embodiments, the processor is further configured to compare the braking efficiency of the first wheel assembly with the braking efficiency of the second wheel assembly.

[0012] In another aspect of this disclosure, a method is provided. The method includes: outputting a signal representing a measured value of a force applied to a caliper, the caliper being contained within a first wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor. Furthermore, the method includes receiving the output signal from the first sensor by a processor. The method may include determining a braking force by the processor based on the output signal. Additionally, the method includes determining a torque generated at the first wheel assembly during braking, the torque being determined based on the braking force.

[0013] In one or more embodiments, the method further includes measuring the elastic deformation of the caliper by a processor, wherein the braking force is determined based on the elastic deformation.

[0014] In one or more embodiments, the method may further include: outputting a signal representing a measurement of a force applied to a caliper, the caliper being contained within a second wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor. Furthermore, the method may include receiving the output signal from the second sensor by a processor. Thereafter, the method may include determining a second braking force by the processor based on the output signal representing a measurement of the force applied to the caliper contained within the second wheel assembly. In one or more embodiments, the method may include determining a torque generated at a first wheel assembly during braking, the torque being determined based on a first braking force. Furthermore, the method may include determining a torque generated at a second wheel assembly during braking, the torque being determined based on a second braking force. In one or more embodiments, the method may further include comparing the torque generated at the first wheel assembly during braking with the torque generated at the second wheel assembly during braking by the processor.

[0015] In one or more embodiments, the method may further include a signal output by a second sensor representing a measured value of braking pressure. Thereafter, the method may include receiving the output signal representing the measured value of braking pressure from the second sensor by a processor. Furthermore, the method may include processing the output signal representing the measured value of braking pressure by the processor to generate data regarding the pressure applied to the brake pads. Additionally, the method may include determining braking efficiency generated during braking based on the braking pressure and braking force. In one or more embodiments, the method may further include a signal output by a second sensor representing a measured value of wheel speed. Thereafter, the method may include receiving the output signal representing the measured value of wheel speed from the second sensor by a processor. Furthermore, the method may include determining wheel lock-up based on the wheel speed. Furthermore, the method may include determining maximum braking force based on wheel lock-up and braking force. Furthermore, the method may include controlling the braking pressure to apply maximum braking force to the first wheel assembly.

[0016] In one or more embodiments, the method may include increasing the braking pressure until a second wheel lock-up is determined. Furthermore, the method may include determining a second maximum braking force based on the second wheel lock-up and the braking force. Additionally, the method may include controlling the braking pressure to apply the second maximum braking force to the first wheel assembly.

[0017] It should be understood that other aspects will become readily apparent to those skilled in the art from the following detailed description, in which various aspects of the apparatus and method are illustrated and described. As will be appreciated, these aspects may be implemented in other and different forms and their many details may be modified in various other ways. Therefore, the accompanying drawings and detailed description should be regarded as illustrative rather than limiting in nature. Attached Figure Description

[0018] The various aspects of the concepts described herein will now be presented in the detailed description by way of examples rather than by way of limitation, with illustrations, wherein:

[0019] Figure 1 An exemplary braking system according to one or more embodiments of this document is shown.

[0020] Figure 2 An exemplary braking system according to one or more embodiments of this document is shown.

[0021] Figure 3 An exemplary braking system according to one or more embodiments of this document is shown.

[0022] Figure 4 An exemplary braking system according to one or more embodiments of this document is shown.

[0023] Figures 5A-5B An exemplary braking device according to one or more embodiments of this document is shown.

[0024] Figures 6A-6C An example braking system is shown. Figures 5A-5B An exemplary braking device.

[0025] Figure 7 This is a flowchart of an exemplary method for measuring the braking torque generated at the wheel assembly during braking, according to one or more embodiments of this document.

[0026] Figure 8 This is a flowchart of an exemplary method for measuring the braking pressure generated at the wheel assembly during braking, according to one or more embodiments of this document.

[0027] Figure 9 This is a flowchart of an exemplary method for measuring the wheel speed generated at the wheel assembly during braking, according to one or more embodiments of this document. Detailed Implementation

[0028] The detailed description set forth below with reference to the accompanying drawings is intended to provide a description of various exemplary embodiments of the concepts disclosed herein, and is not intended to represent the only embodiments in which the present disclosure may be practiced. The term “exemplary” as used in this disclosure means “serving as an example, instance, or illustration” and should not necessarily be construed as preferred or advantageous over other embodiments presented in this disclosure. The detailed description includes specific details intended to provide a thorough and complete disclosure that fully communicates the scope of the concepts to those skilled in the art. However, the present disclosure may be practiced without these specific details. In some instances, well-known structures and components may be shown in block diagram form or omitted entirely to avoid obscuring the various concepts presented throughout this disclosure.

[0029] When designing braking systems, the ability to perform direct physical measurements of the system components is valuable for diagnostic purposes. For example, data relating to the forces acting on braking system components during use can be useful in determining load distribution, torque, braking efficiency, and component wear. Current braking systems lack direct methods for performing these measurements because they are conducted using measuring devices such as wheel force transducers and chassis dynamometers, which must be located outside the braking system to operate.

[0030] This disclosure relates to a braking system with a sensor component capable of measuring, for example, the force applied between the brake caliper housing and the brake pads in real time when the brake is activated by a hydraulic circuit, and determining the generated dynamic braking torque. The force applied to the caliper during braking is typically a tangential force, although other forces can be measured when determining torque or other physical properties related to brake diagnostics. In one or more embodiments, the braking system disclosed herein includes a sensor capable of measuring torque generated under off-braking conditions.

[0031] The aspects of this disclosure therefore include sensors capable of measuring forces, coupled to or integrated with the brake caliper, or otherwise rigidly connected to the wheel carrier. For example, the sensor may be embedded in a load-sensing plate, which is part of the caliper housing and serves as a stop for the brake pads without interfering with the conventional function of the braking system. However, the sensor does not need to be embedded in a load-sensing plate. For example, in one or more embodiments, the sensor may be positioned between the caliper and the brake pads or may be located within the caliper housing. The sensor can be located in any position where it is capable of measuring the force applied to the caliper when the brake is activated by the driver or when the hydraulic circuit is activated causing the brake pads to contact the brake rotor. The elastic deformation of the portion of the caliper with the sensor under load can be used to determine the amount of force being transmitted and thus calculate the braking torque being generated.

[0032] The calculation of the generated torque is performed by an electronic processor configured to receive and process output signals from sensors regarding the force applied to the caliper during braking. In one or more embodiments, the processor may be connected to the vehicle's onboard central unit and used in conjunction with other signals received from sensors (e.g., brake pressure, wheel speed / acceleration, longitudinal acceleration, etc.). Measuring the force applied to the caliper and determining the braking torque are useful measurements for monitoring the health of the braking system because, typically, it is difficult to know whether a brake failure has occurred or is likely to occur until the failure or failure actually happens. That is, these measurements can provide real-time guidance that a failure or failure is imminent.

[0033] Specifically, the processor can process these different categories of data for multiple purposes, such as for diagnostic purposes related to braking efficiency (e.g., independent corner braking output), safety (e.g., brake failure or malfunction), health (quality checks on the braking system, tires, road surface roughness, etc.), control loop feedback (e.g., active brake pressure actuation), non-operational lack of braking (e.g., residual braking resistance), or for feedback to the driver (e.g., warnings or other information generated by these diagnostics). In some non-limiting examples, the processor can perform one or more of the following exemplary diagnostics based on the received and processed sensor signals:

[0034] • Engine / electronic control unit (ECU) feedback on braking efficiency based on measurements of braking torque and pressure;

[0035] • Safety feedback regarding brake failure based on measurements of braking torque, pressure, and deceleration;

[0036] • Active torque vectoring based on the braking pressure of an independent single wheel (e.g., the hydraulic pressure applied to the brake pads)

[0037] control;

[0038] • No braking warning when excessive residual resistance is measured; and

[0039] • Issue a warning message to the vehicle operator when a braking system failure is detected.

[0040] Now for reference Figure 1 , Figure 1An exemplary braking system 100 according to one or more embodiments herein is illustrated. System 100 includes a caliper 105, one or more brake pads 110, and a rotor 115. In one or more embodiments, the caliper 105 is configured to receive the brake pads 110. In one or more embodiments, the brake pads 110 are received within the caliper 105. As a user initiates braking (e.g., via a vehicle pedal), hydraulic pressure (i.e., braking pressure) causes the brake pads 110 to contact the rotor 115. The frictional force generated by this contact causes the rotor to decelerate, and a tangential force is delivered to the caliper 105.

[0041] The braking system 100 includes a force sensor 120 configured to output a signal representing a measured value of the force applied to the caliper by the brake pads when they contact the rotor during braking. The force can be measured by measuring elastic deformation, such as the elastic deformation of the caliper 105 with sensor 120, the sensor 120 itself, etc. In one or more embodiments, the sensor is positioned between the caliper 105 and the brake pads 110. For the purposes of this disclosure, the sensor positioned between the caliper and the brake pads may include, for example, a sensor embedded in the caliper located where the brake pads exert a force on the caliper during braking. For example, sensor 120 may be contained within the caliper wall adjacent to one or more of the brake pads 110. In one or more embodiments, sensor 120 is coupled to the outer surface of the caliper 105. In various embodiments, sensor 120 may include a plate positioned between the caliper 105 and one or more brake pads 110. Sensor 120 may be one or more different types of sensors, including but not limited to piezoelectric ceramics, piezoelectric, capacitive, piezoresistive, strain gauges, or other force or deformation sensors. In one or more embodiments, sensor 120 may include a thermistor and be capable of measuring temperature.

[0042] System 100 also includes a processor 125. In one or more embodiments, processor 125 is located within or coupled to caliper 105. In other embodiments, processor 125 is located outside caliper 105. Processor 125 may include a microprocessor capable of receiving and processing output signals from sensor 120. In one or more embodiments, processor 125 includes or is coupled to one or more wireless transceivers for receiving and transmitting the output signals, an analog conditioning unit for conditioning the signals, an analog-to-digital converter for converting the signals, a data processing unit for processing data from digital signals output from the sensor, a transmission unit for transmitting the processed data, and a memory for storing the processed data. In one or more embodiments, processor 125 is configured to process the output signals to generate data about the force applied to the caliper and to determine the torque generated during braking. In one or more embodiments, the processor is configured to determine the torque substantially in real time. As disclosed herein, real time does not require a strictly instantaneous torque determination. Rather, real time includes the time taken for processor 125 to receive and process the received output signals from sensor 120 without significant delay. For example, real-time can include a delay of up to 1 second, and can include a delay of 100 ms or less.

[0043] In one or more embodiments, processor 125 may be configured to examine a determined torque generated during braking and instruct one or more of the caliper 105, brake pads 110, or rotor 115 to adjust to reduce or increase the torque generated during braking. For example, if the determined torque is very high, indicating that the caliper 105 is contacting the brake pads 110 to the rotor 115 too tightly, potentially increasing wear on the brake pads, then processor 120 may send instructions to electronics monitoring caliper functionality to instruct the caliper to make the brake pads contact with less force. Similarly, if the determined torque is low when the brake pedal is depressed in system 100 with a “sponge-like” or loose feeling, processor 120 may send instructions to electronics monitoring caliper functionality to instruct the caliper to make the brake pads contact with more force.

[0044] In one or more embodiments, the processor 125 and the sensor 120 form an integrated module. For example, the processor 125 and the sensor 120 may form a module contained within the housing of the caliper 105, such that the sensor is close to the location where tangential force is generated during braking, and the processor is close to the sensor to allow for rapid signal transmission and torque determination.

[0045] System 100 may be included within a wheel assembly, although it is not required to be within a wheel assembly. For example, system 100 may be included in a braking arrangement that does not include wheels, such as a tire tread. The wheel assembly may include other conventional wheel components, such as axles, tires, pistons, upright mounts, etc. System 100 may also be replicated and included in multiple wheel assemblies. In embodiments where the system is replicated in multiple wheel assemblies, a corresponding sensor in each system may be configured to output a signal representing a measured value of the force applied by each corresponding brake pad to each corresponding caliper when the brake pad contacts the corresponding rotor during braking. Subsequently, each of the output signals is received and processed at one or more processors to generate data on the force applied to each corresponding caliper and to determine the corresponding torque generated at each wheel during braking. In one or more embodiments, the output signals from all sensors are received by a single central processing unit. In one or more embodiments, the output signals from each sensor are received by a separate processor. Once the torque for each wheel assembly is determined, the corresponding torque measurements for the respective wheel assemblies can be compared. In this way, the system can determine whether a particular wheel assembly receives too much or too little force relative to other wheel assemblies during braking, which can indicate potential or future braking system failure or malfunction. In one or more embodiments, the processor can be configured to determine the torque generated by each wheel assembly during braking substantially in real time.

[0046] Now refer to Figures 2-4 , Figures 2-4Additional exemplary braking systems according to one or more embodiments herein are illustrated. Braking systems 200, 300, 400 include components similar to those in system 100, such as calipers 205, 305, 405 (e.g., caliper 105), brake pads 210, 310, 410 (e.g., brake pad 110), rotors 215, 315, 415 (e.g., rotor 115), force sensors 220a, 320a, 420a (e.g., force sensor 120), and processors 225, 325, 425 (e.g., processor 125). However, these braking systems introduce different sensing components configured to perform additional measurements. Specifically, braking system 200 includes a brake pressure sensor 220b configured to output a signal representing a measured value of brake pressure (e.g., hydraulic pressure applied to the brake pads), and braking system 300b includes an anti-lock brake system (ABS) module 320b configured to output a signal representing a measured value of wheel lock-up and / or wheel slippage. Furthermore, braking system 400 includes a force sensor 420a, a brake pressure sensor 420b, and an ABS module 420c, each capable of outputting signals representing measured values ​​of force, brake pressure, and wheel speed, respectively. Each of braking systems 200, 300, and 400 can be implemented as a supplement to or replacement of system 100.

[0047] In operation, braking systems 200, 300, and 400 function similarly to system 100, except that one or more physical properties are measured and the processor can determine different qualities of braking. For example, braking system 200 includes a brake pressure sensor 220b that outputs a signal representing a measured value of braking pressure. This signal is received and processed by processor 225 to generate data about the pressure applied to the brake pads, and the processor can then be configured to use both the force measured from force sensor 220a and the braking pressure measured from brake pressure sensor 220b to determine braking efficiency during braking. Braking efficiency is a function of the force exerted by the brake pads on the caliper relative to the braking pressure exerted by the brake pads on the rotor during braking. For example, if a high amount of braking pressure exerted by the brake pads on the rotor results in a low amount of force exerted by the brake pads on the caliper, the braking is not very effective. Therefore, in various embodiments, the processor can determine that the brake pads are “slick” and not generating adequate friction on the rotor (i.e., brake failure) and can warn the driver. In various embodiments, the braking system 200 is able to determine whether the applied braking pressure is generating sufficient restraining torque to decelerate or stop the vehicle at a desired speed, or to keep the vehicle stationary on a slope where gravity would otherwise pull it down the slope. If the determined braking efficiency indicates that the braking torque is decreasing for the same amount of braking pressure, the processor 225 may be configured to output a warning or message that the braking system may be malfunctioning. In one or more embodiments, the processor 225 is configured to determine braking efficiency substantially in real time.

[0048] In a further example, braking system 300 includes an ABS module 320b that measures wheel speed (e.g., via wheel speed sensors included in the ABS module) and detects when a wheel locks up, typically during braking when the wheel speed suddenly drops to zero. This is typically caused by applying too much braking pressure and can lead to a loss of control of the vehicle because the driver cannot easily maneuver the vehicle when the wheels (tire) are slipping on the ground. In conventional ABS systems, when wheel lock-up is detected, the ABS system controls the braking pressure to repeatedly decrease and rapidly increase (e.g., 20 times per second) to allow the wheels to roll during decreasing braking pressure (this unlocks the wheels and allows the driver to maneuver) and slow the vehicle during increasing braking pressure (which may cause the wheels to lock briefly). However, conventional ABS systems rely on a trade-off between preventing wheel lock-up (which allows maneuverability but does not provide braking) and allowing wheel lock-up (which provides braking but does not allow maneuverability).

[0049] Conversely, various embodiments can allow the applied braking force to be at the maximum possible level without causing wheel lock-up. In other words, various embodiments can detect the amount of braking force that would cause wheel lock-up (lock-up braking force) and then control the braking force to be just below the lock-up braking force. In this way, for example, various embodiments can allow for maximum braking combined with better handling control.

[0050] exist Figure 3 In the example embodiment shown, the ABS module 320b operates by preventing the wheels from locking up during braking and maintaining traction with the surface—that is, by limiting wheel slippage. In one or more embodiments, the ABS module 320b may include one or more wheel speed sensors, one or more hydraulic valves, a pump, and a controller. For example, the ABS module 320b may include four wheel speed sensors and at least two hydraulic valves. Furthermore, the ABS module 320b may receive force measurements as input from the force sensor 320a. In one or more embodiments, the controller is a processor 325. In one or more embodiments, the controller is a processor separate from the processor 325. In one or more embodiments, the ABS module 320b may include one or more steering wheel angle sensors and / or gyroscope sensors or be in electronic communication with one or more steering wheel angle sensors and / or gyroscope sensors. The steering wheel angle sensors and gyroscope sensors typically provide output signals relating to the physical orientation of the steering wheel and braking system 300 or other parts of the vehicle. For example, if the steering wheel angle sensor senses that the steering wheel is oriented by the user to turn left, but the gyroscope sensor is outputting a signal indicating that the vehicle is not turning left, the ABS module 320b can instruct the brake pads 310 to contact the rotor 315 to brake the necessary individual wheels, thereby correcting the vehicle's direction to match the data output by the steering wheel angle sensor.

[0051] The ABS module 320b can continuously monitor the rotational speed and / or acceleration of the wheels in the wheel assembly via output signals sent to and processed by the controller from the wheel speed sensor and force sensor 320a. The ABS module 320b can continuously receive and monitor force measurement inputs from the force sensor 320a. When the driver applies the brakes on a slippery surface and the wheels lock up, the ABS module 320b can detect wheel lockup and determine the braking force at which lockup occurs. The ABS module 320b can then control the braking pressure to result in a braking force just below the braking force that would cause wheel lockup. In this way, for example, the ABS module 320b can use the braking force measurement from the force sensor 320a to apply the maximum braking force that will not cause wheel lockup. If the wheels lock up again, for example because the road surface becomes slippery, the ABS module 320b can reduce the braking pressure and monitor the braking force measurement until the wheels are no longer locked up and begin to rotate again. At this point, the ABS module 320b can reset the maximum braking force based on the force measurement that allows the wheels to rotate. On the other hand, it is possible that the road surface becomes less slippery as the vehicle moves forward during braking. In this case, the maximum braking force can be increased, and it would be advantageous for the ABS module 320b to correspondingly increase the braking pressure. To detect this situation, for example, by periodically and gradually increasing the braking pressure until the wheels lock up again, and then slightly reducing the braking pressure to just below the newly determined maximum braking force, the ABS module 320b can "test" the maximum braking force, for example, every few seconds, every second, every half second, or other time intervals. In various embodiments, the ABS module 320b can control the braking pressure via an actuated valve to reduce or increase the hydraulic pressure at the affected wheel as needed to achieve the determined maximum braking force. These processes can be repeated continuously over a very short period of time (e.g., the hydraulic pressure can be adjusted in less than a second). In one or more embodiments, the ABS module 320b can be configured to activate only when the wheel rotation speed decreases or increases above a set threshold. For example, the wheels may not rotate at the same speed during cornering.

[0052] In a further example, the braking system 400 includes a caliper 405, brake pads 410, a rotor 415, a force sensor 420a, a pressure sensor 420b, an ABS module 420c, and a processor 425. These components function similarly to those disclosed elsewhere herein, such that the processor 425 can receive output signals relating to tangential force or other forces, hydraulic pressure, and wheel speed from each of the force sensor 420a, pressure sensor 420b, and ABS module 420c. Furthermore, the ABS module 420c can receive force measurement inputs from the force sensor 420a and / or brake pressure measurement inputs from the brake pressure sensor 420b. The processor 425 can perform various comparisons between measured physical properties of the braking system 400, including torque, braking efficiency, and wheel lock-up. These physical properties can also be compared with each other to perform additional diagnostics, such as those shown in the examples below.

[0053] By comparing a determined torque (e.g., determined from braking force measurements) with wheel lock-up, system 400 can determine whether wheel lock-up is due to degradation of the braking system (i.e., lock-up caused by lack of torque) or external conditions (e.g., icy / wet repairs, slip angle, etc.). Additionally, system 400 can adjust braking components to reduce the determined torque based on the determined wheel lock-up, keeping it below a threshold level for wheel lock-up.

[0054] By comparing the determined torque with the braking pressure caused by the brake pad force (i.e., the degree to which the brake pad 410 presses against the rotor 415), the system 400 can determine the braking power. If the determined braking power is below a threshold, the system 400 can determine that the braking is failing or malfunctioning.

[0055] By comparing wheel deceleration and wheel speed with information from the steering wheel angle sensor, system 400 can determine whether the wheels are aligning with the steering wheel and thus braking in the direction of the vehicle. If the steering wheel angle sensor data does not match the measured wheel deceleration and / or wheel speed, system 400 can determine that the brakes are failing or malfunctioning.

[0056] By comparing the determined torque and braking pressure, system 400 can determine whether the activation of the braking pressure matches the expected output torque. In this way, system 400 can provide control loop feedback.

[0057] In one or more embodiments, the braking systems disclosed herein (e.g., systems 100, 200, 300, 400) may be coupled to additional braking systems located in a vehicle. For example, a conventional vehicle has four wheel assemblies, and each may have a braking system. The braking systems in each wheel assembly may be independent of each other, coordinated, or a combination thereof. That is, each wheel assembly may include a caliper configured to receive brake pads and a sensor positioned between the caliper and the brake pads, and the sensor is configured to output a signal representing a measurement of the force, pressure, wheel speed, wheel acceleration, or other physical property applied to the caliper by the brake pads when they contact the rotor during braking. Each wheel assembly may also include a processor configured to receive the output signal from the sensor, process the output signal to generate data regarding the force, pressure, wheel speed, wheel acceleration, or other physical property applied to the caliper, and make relevant determinations for braking diagnostics, such as the torque generated for each wheel assembly during braking, braking efficiency, or wheel lock-up. In one or more embodiments, a single processor receives the output signal from the sensor in each wheel assembly. In one or more embodiments, multiple processors receive the output signal from the sensor in each wheel assembly.

[0058] Figures 5A-5B An exemplary braking device 500 according to one or more embodiments herein is illustrated. The braking device 500 may include a plate 505 adjacent to one or more brake pads 510a, 510b. Plate 505 may be a load-sensing plate. In one or more embodiments, plate 505 is part of the caliper housing. For example, plate 505 may act as a stop for brake pads 510a, 510b without interfering with the conventional function of the brake. In one or more embodiments, plate 505 is coupled to the caliper housing. In one or more embodiments, plate is vertically coupled to a wheel. Plate 505 further includes a sensor 515. Sensor 515 may be a force sensor, pressure sensor, speed / acceleration sensor, thermistor, or other sensors as disclosed herein. In one or more embodiments, when the brake is activated by the driver or a hydraulic circuit, brake pads 510a, 510b will contact a brake rotor (not shown) (which rotates in the rotor rotation direction 521) and exert a force 525 on the plate as measured by sensor 515. The elastic deformation of the plate under load can be used to determine the amount of force transmitted during braking, and thus the braking torque generated and transmitted to the ground can be calculated (e.g., by a processor as disclosed herein).

[0059] Figures 6A-6C An example braking system 600 is shown Figures 5A-5BAn exemplary braking device 500. The braking system 600 includes an integrated braking node 620 to which the braking device 500 is mounted. In one or more embodiments, the integrated braking node 620 may be a one-piece caliper and wheel upright configuration. The integrated braking node 620 may be additionally manufactured (i.e., 3D printed) based on pre-made design documents, such as CAD files. In one or more embodiments, a sensor 515 is configured to measure force, pressure, temperature, and other physical properties of the integrated braking node 620 during braking operation.

[0060] Figure 7 This is a flowchart of an exemplary method 700 for determining the torque generated during braking of a braking system (e.g., system 100, 400) according to the disclosure provided herein. Referring first to 705, method 700 includes: outputting a signal from a first sensor representing a measurement of a force applied to a caliper contained within a first wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor. For example, the force may be generated when the brake pads contact the rotor during braking, when a failure causes the brake pads to contact the rotor when not braking, etc. The first wheel assembly can be any type of wheel on a vehicle, including front or rear wheels on either side of the vehicle. At 710, a processor receives the output signal from the first sensor. The processor can be any microprocessor known in the art that can be configured to receive and process sensor outputs. The method continues by the processor determining the braking force (i.e., the force applied to the caliper by the brake pads) based on the output signal, 715. In one or more embodiments, the generated data regarding the force applied to the first wheel assembly relates to a tangential force. Thereafter, method 700 can be used by the processor to determine the torque generated at the first wheel assembly during braking, 720. The generated torque can be seen as a result of braking operation (i.e., contact between the brake pads and the rotor), or as a result of the absence of braking conditions due to accidental friction between the brake pads and the rotor (i.e., residual resistance torque).

[0061] In one or more embodiments, method 700 continues and the processor measures the elastic deformation of the caliper, 725. Elastic deformation can be measured by the flexural properties of the caliper from a rest position to a position during braking caused by a braking force. For example, the braking force can be determined based on elastic deformation.

[0062] In one or more embodiments, method 700 may include: outputting a signal from a second sensor representing a measurement of the force applied to a caliper contained within a second wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor, 730. As contemplated elsewhere herein, method 700 may simultaneously monitor braking in multiple wheel assemblies. At 735, these output signals are received by a processor from the second sensor. In one or more embodiments, the processor receiving the output signal from the second sensor is the same processor that receives the output signal from the first sensor. In one or more embodiments, the processor receiving the output signal from the second sensor is a different processor from the processor receiving the output signal from the first sensor. Thereafter, the processor receiving the output signal from the second sensor determines a second braking force based on the output signal representing a measurement of the force applied to the caliper contained within the second wheel assembly, 740. Thereafter, at 745, the processor may determine the torque generated at the second wheel assembly during braking. In one or more embodiments, method 700 continues and compares the torque generated at the first wheel assembly during braking with the torque generated at the second wheel assembly during braking, 750. In one or more embodiments, method 700 continues and performs brake diagnostics, 755, based on a comparison torque determined at the first wheel assembly and the second wheel assembly. For example, based on the measured torque and the expected torque, brake diagnostics may include analyzing brake pad wear and the possibility that the braking system is failing, malfunctioning, or otherwise malfunctioning.

[0063] Now for reference Figure 8A flowchart of an exemplary method 800 for determining braking efficiency during braking of a braking system (e.g., system 200, 400) according to the disclosure herein is provided. Referring first to 805, the method 800 includes: a signal output by a first sensor representing a measurement of a force applied to a caliper contained within a first wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor. For example, a force may be generated when the brake pads contact the rotor during braking, or when a failure causes the brake pads to contact the rotor when not braking, etc. The first wheel assembly can be any type of wheel on a vehicle, including front or rear wheels on either side of the vehicle. At 810, a processor receives the output signal from the first sensor. The processor can be any microprocessor as known in the art that can be configured to receive and process sensor outputs. The method continues by the processor determining the braking force (i.e., the force applied to the caliper by the brake pads) based on the output signal, 815. Method 800 can continue at 820, where a signal representing a measurement of the braking pressure on the caliper contained within the first wheel assembly having a rotor and brake pads is output by the second sensor, and the braking pressure is generated when the brake pads contact the rotor. For example, the brake pads may contact the rotor during braking. These output signals from the second sensor representing the measured values ​​of the braking pressure can be received by a processor at 825. The processor can then process the output signals representing the measured values ​​of the braking pressure to generate data regarding the pressure applied to the brake pads at 830. At 835, the processor determines the braking efficiency generated during braking based on the braking force and braking pressure.

[0064] Optionally, method 800 can continue and perform brake diagnostics, 840, based on the determined braking efficiency. For example, if the measured brake pressure cannot effectively generate the desired braking force, the brake diagnostics may conclude that the brake pads are worn and need to be replaced, or that the brake pads are not properly contacting the rotor, or that the braking system is otherwise malfunctioning.

[0065] Figure 9This is a flowchart of an exemplary method 900 for controlling anti-lock braking during braking of a braking system (e.g., system 300, 400) according to the disclosure provided herein. Referring first to 905, the method 900 includes: outputting a signal from a first sensor representing a measured value of a force applied to a caliper contained within a first wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor. For example, a force may be generated when the brake pads contact the rotor during braking, or when a failure causes the brake pads to contact the rotor when not braking, etc. The first wheel assembly can be any type of wheel on a vehicle, including front or rear wheels on either side of the vehicle. At 910, a processor receives the output signal from the first sensor. The processor can be any microprocessor known in the art that can be configured to receive and process sensor outputs. The method continues by the processor determining the braking force (i.e., the force applied to the caliper by the brake pads) based on the output signal, 915.

[0066] Method 900 can continue at 920, where the second sensor outputs a signal representing a measured value of the wheel speed of the first wheel assembly. Thereafter, the processor receives the output signal representing the measured wheel speed from the second sensor, 925. At 930, wheel lock-up is determined based on the wheel speed. Based on the wheel lock-up and braking force, the maximum braking force can be determined, 935. Thereafter, method 800 continues and controls the braking pressure to apply the maximum braking force to the wheel assembly, 940.

[0067] In one or more embodiments, method 900 further increases the braking pressure until a second wheel lock-up is determined, 945. At 950, method 900 may determine a second maximum braking force based on the second wheel lock-up and the braking force. Additionally, at 955, method 900 may control the braking pressure to apply the second maximum braking force to the wheel.

[0068] The foregoing description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these exemplary embodiments presented throughout this disclosure will be readily apparent to those skilled in the art, and the concepts disclosed herein can be applied to other support structures and systems, as well as methods for removing support structures. Therefore, the claims are not intended to be limited to the exemplary embodiments presented throughout this disclosure, but are to be given the full scope consistent with the language of the claims. Dashed elements in the flowcharts are considered optional. All structural and functional equivalents of elements of the exemplary embodiments described throughout the present disclosure that are known or later known to a person skilled in the art are intended to be covered by the claims. Furthermore, nothing disclosed herein is intended to be offered to the public, whether or not such disclosure is expressly referenced in the claims. No element of a claim shall be construed in accordance with the provisions of 35 U.S.Sc §112(f) or the similar laws of any applicable jurisdiction, unless the element expressly states "means for…" or, in the case of a method claim, "steps for…".

Claims

1. A system for a vehicle, comprising: Caliper, the caliper being configured to receive brake pads adjacent to the rotor; as well as A sensor configured to be positioned between the caliper and the brake pad and configured to output a signal representing a measured value of the force applied to the caliper by the brake pad when the brake pad contacts the rotor.

2. The system of claim 1, further comprising a processor, the processor being configured to: Receive the output signal from the sensor. The output signal is processed to generate data about the force applied to the caliper, and Determine the torque generated during braking.

3. The system according to claim 2, wherein, The processor is configured to determine the torque substantially in real time.

4. The system according to claim 2, wherein, The processor is further configured to examine the determined torque generated during braking and control the braking pressure applied to the brake pads to reduce or increase the torque generated during braking.

5. The system of claim 1, further comprising a second sensor configured to output a signal representing a measured value of braking pressure, and the system further comprising a processor configured to: The sensor receives an output signal representing a measured value of the braking pressure. The output signal, representing a measured value of braking pressure, is processed to generate data regarding the pressure applied to the caliper. The braking efficiency generated during braking is determined based on signals representing force measurements and signals representing braking pressure measurements.

6. The system according to claim 5, wherein, The processor is configured to determine the braking efficiency substantially in real time.

7. The system according to claim 1, wherein, The sensor is embedded in the caliper.

8. The system according to claim 1, wherein, The sensor is coupled to the outer surface of the caliper.

9. The system according to claim 1, wherein, The force is measured by measuring the elastic deformation of the caliper.

10. The system of claim 1, further comprising a brake pad housed within the caliper.

11. A system for a vehicle, comprising: A first wheel assembly and a second wheel assembly, each of the first wheel assembly and the second wheel assembly comprising: Caliper, the caliper being configured to receive brake pads adjacent to the rotor; and A sensor configured to be positioned between the caliper and the brake pad and configured to output a signal representing a measured value of the force applied to the caliper by the brake pad when the brake pad contacts the rotor.

12. The system of claim 11, further comprising a processor, the processor being configured to: Receive the output signal from the sensor. The output signal is processed to generate data about the force applied to the caliper, and Determine the torque generated during braking in each of the first and second wheel assemblies.

13. The system according to claim 12, wherein, The processor is also configured to compare the torque generated by the first wheel assembly during braking with the torque generated by the second wheel assembly during braking.

14. The system according to claim 12, wherein, The processor is configured to determine, substantially in real time, the torque generated by the first and second wheel assemblies during braking.

15. The system of claim 12, further comprising a second sensor configured to output a signal representing a measurement of the braking pressure at the first wheel assembly and the second wheel assembly, wherein, The processor is configured to: The output signal, representing a measurement of the braking pressure at the first and second wheel assemblies, is received from the second sensor. The output signal, representing the measured values ​​of braking pressure at the first and second wheel assemblies, is processed to generate data regarding the pressure applied to the calipers at the first and second wheels. The braking efficiency generated at the first and second wheel assemblies during braking is determined based on signals representing force measurements and signals representing braking pressure measurements.

16. The system according to claim 15, wherein, The processor is further configured to compare the braking efficiency of the first wheel assembly with the braking efficiency of the second wheel assembly.

17. A method comprising: A signal representing a measured value of the force applied to a caliper is output by a first sensor, the caliper being contained within a first wheel assembly having a rotor and brake pads, and the force being generated when the brake pads contact the rotor; The processor receives the output signal from the first sensor; as well as The processor determines the first braking force based on the output signal.

18. The method of claim 17, further comprising: The processor determines the torque generated at the first wheel assembly during braking, the torque being determined based on the first braking force.

19. The method of claim 17, further comprising measuring the elastic deformation of the caliper by the processor, wherein, The first braking force is determined based on the elastic deformation.

20. The method of claim 17, further comprising: A signal representing a measured value of the force applied to the caliper is output by a second sensor. The caliper is contained within a second wheel assembly having a rotor and brake pads, and the force is generated when the brake pads contact the rotor. The processor receives the output signal from the second sensor, and The processor determines the second braking force based on an output signal representing a measured value of the force applied to the caliper contained within the second wheel assembly.

21. The method of claim 20, further comprising: The processor determines the torque generated at the first wheel assembly during braking, the torque being determined based on the first braking force. The processor determines the torque generated at the second wheel assembly during braking, the torque being determined based on the second braking force, and The processor compares the torque generated at the first wheel assembly during braking with the torque generated at the second wheel assembly during braking.

22. The method of claim 17, further comprising: The second sensor outputs a signal representing the measured value of the braking pressure. The processor receives an output signal representing a measured value of the braking pressure from the second sensor. The processor processes the output signal representing the measured value of the braking pressure to generate data about the pressure applied to the brake pads, and The braking efficiency generated during braking is determined based on the braking pressure and the braking force.

23. The method of claim 17, further comprising: The second sensor outputs a signal representing the measured value of the wheel speed. The processor receives an output signal representing a measured value of the wheel speed from the second sensor. Wheel lockup is determined based on the wheel speed. The maximum braking force is determined based on the wheel lock-up and the braking force. Control the braking pressure to apply the maximum braking force to the first wheel assembly.

24. The method of claim 23, further comprising: Increase the braking pressure until it is determined that the second wheel has locked up. The second maximum braking force is determined based on the second wheel lock-up and the braking force, and The braking pressure is controlled to apply the second maximum braking force to the first wheel assembly.

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