Position sensing system and method for collecting vehicle component data

Abstract

A position sensing system and method for collecting vehicle component data. A position sensing system and method for a brake assembly for a vehicle is disclosed, the brake assembly including a rotor, a caliper assembly disposed about the rotor and having a fixed mounting bracket and a floating portion that moves when the brake is applied. The position sensing system has a sensing element and a reference portion. The sensing element is attached to a location of the brake assembly such that the reference portion moves relative to the sensing element when the floating portion moves. The sensor assembly is configured to generate a signal related to the relative position of the sensing element and the reference portion. The position sensing system includes a processor configured to store predetermined signals and determine a condition of the vehicle component based on a match between the signal and one of the predetermined signals.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is a continuation-in-part of U.S. Patent Application No. 15 / 647,785 filed on July 12, 2017 and entitled “POSITION SENSING SYSTEM FOR ABRAKING SYSTEM,” the contents of which are incorporated herein by reference as if fully set forth herein. Technical Field

[0003] The present disclosure relates to sensing technology and, more particularly, to systems and methods for collecting data about a vehicle utilizing a position sensor assembly for a braking system. Background Art

[0004] In the absence of sensors for determining the wear of brake pads, drivers are forced to remove one or more tires from their vehicles in order to determine the level of wear on their brake pads. The current typical market application for brake pad wear sensing consists of a device that indicates when a pad has sufficient wear to warrant replacement. The "sensor" is typically composed of a wire that breaks when the pad wear reaches a point in the sensor causing the wire to be consumed during the braking process and causing an open circuit. This open circuit is then used to indicate a light on the vehicle dashboard indicating that the brake pads need to be replaced. The sensor is consumed during the operating life of the brake pad and must be replaced at additional user cost when the brake pad is replaced. In addition, the wire harness for the above-mentioned brake pad wear sensor must be included in the vehicle architecture. This includes complex routing of the wires in the mobile wheel suspension system and consumption of connection points on the vehicle system modules for data acquisition.

[0005] In addition, these simple and non-reusable sensors are only suitable for a single purpose. In addition to brake pad wear data, these sensors cannot collect any other meaningful data about vehicle components. Summary of the invention

[0006] It is desirable to have a system that provides a periodic output regarding current brake pad wear. Furthermore, there is a need for a system that is designed for the useful life of the vehicle rather than the useful life of the brake pads. Still further desired is a system that can be connected to a central computer system where detailed information regarding the health of the vehicle is displayed to the driver and / or vehicle manufacturer so that, for example, the information can be used to incentivize time to send to the owner for dealer service. For example, in autonomous vehicles and shared vehicles, such a display may be particularly important because the driver may be less inclined to pay attention to the health of the vehicle.

[0007] In view of the above needs, in at least one aspect, there is a need for a sensing system for a braking system that allows a user to identify brake pad wear without removing the wheels of a vehicle. In addition, in at least one aspect, the subject technology provides a sensing system for a braking system that is capable of periodically measuring brake pad wear and wirelessly transmitting those measurements. In addition, in at least one aspect, the subject technology provides a sensing system for a braking system that can be easily integrated with existing braking systems and does not need to be removed when a user replaces their brakes.

[0008] In one embodiment, the subject disclosure relates to a position sensing system for a brake system having a rotor and a caliper assembly at least partially disposed about the rotor, the caliper assembly having a fixed mounting bracket and a floating portion. At least two brake pads are attached to the floating portion and are operable to apply a force to the rotor in response to a force passing through the floating portion. A first portion is coupled to the fixed mounting bracket. A second portion is coupled to the floating portion so that the second portion moves in response to movement of the floating portion. A sensor assembly measures a distance between the first portion and the second portion. A wireless transmitter is used to send a signal from the sensor assembly to a remote electronic device, the signal representing the measured distance. In one embodiment, the remote electronic device includes a microprocessor configured to receive the signal and calculate a value of brake pad wear based on the measured distance. The position sensing system may also include a display for showing the value of brake pad wear.

[0009] In some embodiments, the sensor assembly can be attached to the first portion and the magnet can be attached to the second portion. The sensor assembly can then measure the distance between the first portion and the second portion by sensing the distance between the magnet and the sensor assembly. In some embodiments, the magnet is attached to the first portion and the sensor assembly is attached to the second portion.

[0010] In some embodiments, the sensor assembly is the first part and the sensor assembly is a fixed mounting bracket. The second part may be a metal reference part coupled to the floating part. The sensor assembly may then include an inductive sensing element for measuring the distance between the inductive sensing element and the metal reference part.

[0011] In some embodiments, the sensor assembly may include an electronic device module assembly having a sensing element, a printed circuit board, an antenna, a battery, and a wireless signal transmitter. The sensor assembly may also include a housing and a cover, the cover being attached to the housing to form a chamber for accommodating the electronic device module assembly. In some embodiments, the housing forms a channel around an axis, and the magnet is positioned to move along the axis in response to movement of the floating portion. The magnet and the channel may have corresponding shapes, such as a column.

[0012] In at least one embodiment, the subject technology is directed to a wireless linear position sensing system for a braking system. The braking system includes a rotor and a caliper assembly disposed at least partially around the rotor. The caliper has a fixed mounting bracket and a floating portion. At least two brake pads are attached to the floating portion, and the brake pads are operable to apply a force to the rotor in response to a force passing through the floating portion. The wireless linear position system includes a magnet attached to a first portion of the caliper assembly and a sensor assembly attached to a second portion of the caliper assembly. The sensor is configured to measure a distance between the magnet and the sensor. The wireless linear position sensor also includes a wireless transmitter for transmitting a signal from the sensor assembly to a remote electronic device, the signal representing the measured distance.

[0013] In some cases, the first portion of the caliper assembly can be located on the floating portion and the second portion of the caliper assembly can be located on the fixed mounting bracket. In other cases, the first portion of the caliper assembly is located on the fixed mounting bracket and the second portion of the caliper assembly is located on the floating portion. The sensor assembly can include an electronics module assembly having a sensing element, a printed circuit board, an antenna, a battery, and a wireless signal transmitter.

[0014] In some embodiments, the subject technology relates to a wireless linear position sensing system for a braking system. The braking system includes a rotor and a caliper assembly at least partially disposed around the rotor, the caliper assembly having a fixed mounting bracket and a floating portion. The floating portion has at least two ends disposed around the rotor and a brake pad attached to each end, the brake pad being operable to apply a force to the rotor in response to a force passing through the floating portion. The wireless linear position system also includes a metal reference portion coupled to one of the ends such that movement of the end causes a corresponding movement in the metal reference portion. An inductive sensing assembly is attached to the fixed mounting bracket and is configured to measure a distance between the metal reference portion and the inductive sensing assembly. A wireless transmitter transmits a signal from the sensor assembly to a remote electronic device, the signal representing the measured distance.

[0015] The inductive sensing assembly may include an electronics module assembly having an inductive sensing element, a printed circuit board, an antenna, a battery, and a wireless transmitter. In some embodiments, the inductive sensing assembly may also include a housing and a cover, the cover being attached to the housing to form a chamber for accommodating the electronics module assembly. The housing may include a flange having a threaded axial hole for receiving a screw to removably attach the housing to a fixed mounting bracket. In addition, in some embodiments, the cover and the electronics module assembly are arranged parallel to a plane, and movement of the floating portion causes the metal reference portion to move parallel to the plane.

[0016] Furthermore, in accordance with the above needs, the subject technology is directed to a system and method for detecting brake pad wear that may also utilize devices used within a brake pad wear sensing system to generate data regarding the condition of other components of the vehicle.

[0017] In addition, in at least one aspect, the subject technology relates to a position sensing system for a brake assembly of a vehicle. The brake assembly includes a rotor, a caliper assembly disposed at least partially around the rotor, and at least one brake pad, the caliper assembly having a fixed mounting bracket and a floating portion movable relative to the fixed mounting bracket, the at least one brake pad being attached to the floating portion configured to move relative to the fixed mounting bracket and applying a force to the rotor when a driver applies brakes of the vehicle. The position sensing system includes a sensor assembly having a sensing element and a reference portion, the sensing element being attached to a location of the brake assembly such that the reference portion moves relative to the sensing element when the floating portion moves. The sensor assembly is configured to generate a signal related to the relative position of the sensing element and the reference portion. The processor is configured to store at least one predetermined signal that associates a signal waveform with a condition of a vehicle component, and determine the condition of the vehicle component based on a match between the signal and one of the predetermined signals.

[0018] In some embodiments, the sensing element is an inductive sensor assembly coupled to a fixed mounting bracket, and the reference portion is a metal reference portion coupled to the floating portion. In some cases, the reference portion is a magnet that generates a magnetic field, and the sensing element is a magnetic sensing element configured to sense the magnetic field of the magnet to generate a signal. The predetermined signal associates a pattern of signal strength changes over time with a condition of a vehicle component. In some embodiments, a first predetermined signal in the predetermined signal associates a fluctuation in signal strength with a non-uniform rotor contact surface, and the processor is configured to determine the characteristics of the non-uniform contact surface of the rotor based on a match between the signal and the first predetermined signal. The predetermined signal may include a first predetermined signal that associates a first sensor output range with a straight steering angle, a second predetermined signal that associates a second sensor output range with a left steering angle, and a third predetermined signal that associates a third sensor output range with a right steering angle. The processor may then be configured to determine the steering angle within a certain period of time based on a match between the signal and at least one of the first, second, and third predetermined signals.

[0019] In some embodiments, the processor is further configured to determine the frequency of the signal over a certain period of time. A fault in a component in the brake assembly can be determined by the processor based on whether the frequency falls outside a predetermined frequency range. The processor is further configured to determine whether a wheel bearing near the sensing assembly needs to be replaced based on whether the frequency falls outside a predetermined frequency range. The processor can be further configured to determine the frequency of the signal and identify the speed of the vehicle based on the frequency of the signal.

[0020] In some embodiments, the sensor assembly includes a temperature sensing element configured to detect a temperature. The processor may then be further configured to store at least one threshold temperature corresponding to an aggressive braking application. The processor may further determine whether an aggressive braking application has occurred based on the temperature detected by the temperature sensing element. In some cases, the sensor assembly includes a temperature sensing element configured to detect a temperature, and the processor is configured to store at least one predetermined temperature signal that associates the detected temperature with a condition of a vehicle component. The processor may then determine the condition of the vehicle component based on a match between the detected temperature and one of the predetermined temperature signals.

[0021] In some embodiments, at least one of the predetermined signals comprises an amplitude-frequency waveform. The processor is then further configured to convert the signal into the amplitude-frequency domain and identify the condition of the vehicle component based on a comparison of the converted signal with one of the predetermined signals. The predetermined signal comprising an amplitude-frequency waveform may include a waveform of abnormal amplitude spikes at a particular frequency (depending on vehicle speed), the waveform indicating a non-uniform rotor contact surface. In some embodiments, at least one of the predetermined signals relates to a moving average of the signal exceeding a threshold associated with worn brake pads.

[0022] In at least one aspect, the subject technology relates to a method for determining a condition of a vehicle component, the vehicle including a brake assembly. The brake assembly includes a rotor, a caliper assembly disposed at least partially around the rotor, and at least one brake pad, the caliper assembly having a fixed mounting bracket and a floating portion movable relative to the fixed mounting bracket, the at least one brake pad being attached to the floating portion configured to move relative to the fixed mounting bracket and applying a force to the rotor when a driver applies brakes of the vehicle. The method includes providing a sensor assembly having a sensing element and a reference portion. The sensing element is attached to a location of the brake assembly such that the reference portion moves relative to the sensing element when the floating portion moves. The sensor assembly is configured to generate a signal related to the relative position of the sensing element and the reference portion. At least one predetermined signal is determined that associates a signal waveform with a condition of the vehicle component. The predetermined signal is stored in a processor. The processor determines the condition of the vehicle component based on a match between the signal and one of the predetermined signals.

[0023] In some embodiments, the predetermined signal associates a pattern of signal strength changes over time with a condition of at least one component of the vehicle. The predetermined signal may include a first predetermined signal that associates a first sensor output range with a straight steering angle. A second predetermined signal may associate a second sensor output range with a left steering angle. A third predetermined signal may associate a third sensor output range with a right steering angle. The processor then determines the steering angle within a certain time period based on a match between the signal and at least one of the first, second, and third predetermined signals.

[0024] In some embodiments, the processor determines the frequency of the signal over a period of time. The processor then determines whether a wheel bearing near the sensing assembly needs to be replaced based on whether the frequency falls outside a predetermined frequency range.

[0025] In some embodiments, the sensor assembly includes a temperature sensing element configured to detect a temperature. The processor then stores at least one threshold temperature corresponding to an aggressive brake application. Finally, the processor determines whether an aggressive brake application has occurred based on the temperature detected by the temperature sensing element. In some embodiments, at least one of the predetermined signals includes an amplitude-frequency waveform, and the processor then converts the signal into an amplitude-frequency domain and identifies a condition of the vehicle component based on a comparison of the converted signal with the predetermined signal. In some cases, at least one predetermined signal relates to a moving average of the signal that exceeds a threshold associated with worn brake pads. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to make it easier for a person skilled in the art to understand how to make and use the disclosed system, reference may be made to the following drawings.

[0027] Figure 1 is a perspective view of a typical braking system.

[0028] Figure 2 is a top view of a brake system having a position sensing system according to the subject technology.

[0029] Figure 3 is a perspective view of a brake system including an embodiment of a position sensing system according to the subject technology.

[0030] Figure 4 yes Figure 3 A magnified perspective view of the system.

[0031] Figure 5A yes Figure 3 Exploded view of the position sensing system.

[0032] Figure 5B yes Figure 3Exploded view of the position sensing system.

[0033] Fig. 6A is a perspective view of an alternative braking system including an embodiment of a position sensing system in accordance with the subject technology.

[0034] Figure 6B yes Fig. 6A A magnified perspective view of the system.

[0035] Figure 6C yes Fig. 6A A perspective view of the sensor assembly.

[0036] Fig.6D yes Fig. 6A Exploded view of the sensor assembly.

[0037] Fig. 6E yes Fig. 6A Exploded view of the sensor assembly.

[0038] Fig. 7A is a simplified block diagram representing an electrical configuration of an electronics module assembly and a battery in accordance with the subject technology.

[0039] Figure 7B is another simplified block diagram representing an electrical configuration of an electronics module assembly in accordance with the subject technology.

[0040] Figure 8 is a perspective view of a brake system including an embodiment of a position sensing system according to the subject technology.

[0041] Fig. 9 is a perspective view of a brake system including an embodiment of a position sensing system according to the subject technology.

[0042] Fig. 10A yes Figure 8 and Fig. 9 Exploded view of the sensor assembly.

[0043] Fig. 10B yes Figure 8 and Fig. 9 Exploded view of the sensor assembly.

[0044] Fig. 10C yes Figure 8 and Fig. 9 0026] Figure 2 is a front view of a sensor assembly with the housing and cover shown in phantom lines.

[0045] Fig. 10D yes Figure 8 and Fig. 9 A rear view of the sensor assembly is shown with the housing and cover shown in phantom.

[0046] Fig.11is a schematic cross-sectional view of an exemplary braking system for a vehicle including a position sensing system according to the subject technology.

[0047] Fig.12 is a graph showing the strength of a sensor assembly signal over time during various brake applications in accordance with the subject technology.

[0048] Fig.13 is a graph showing vehicle speed and signal strength as measured by a position sensing system according to the subject technology over time.

[0049] Fig.14a is a graph showing signal strength versus time as measured by a position sensing system in accordance with the subject technology.

[0050] Fig.14b It shows that Fig.14a The signal is converted into a graph in the amplitude-frequency domain.

[0051] Fig.14c is a graph showing signal strength versus time as measured by a position sensing system in accordance with the subject technology.

[0052] Fig.14d It shows that Fig.14c The signal is converted into a graph in the amplitude-frequency domain.

[0053] Fig.15a is a graph showing signal strength versus time as measured by a position sensing system in accordance with the subject technology.

[0054] Fig.15b It shows Fig.15a A graph of a sample of the signal.

[0055] Fig.15c is a graph showing signal strength versus time as measured by a position sensing system in accordance with the subject technology.

[0056] Fig.15d It shows Fig.15c A graph of a sample of the signal.

[0057] Fig.15e is a graph showing the value converted to the amplitude-frequency domain. Fig.15a and Fig.15c Graph of the signal.

[0058] Fig.16 is a graph showing the strength of a sensor assembly signal over time when a tire or wheel is turned at different angles according to the subject technology.

[0059] Fig.17is a graph showing brake pad wear and a moving average of signal strength measured by a position sensing system according to the subject technology over time. DETAILED DESCRIPTION

[0060] The subject technology overcomes many prior art problems associated with tracking brake pad wear. In general, the subject technology provides a position sensing system, such as a wireless linear position sensing system, that tracks brake pad wear periodically during the service life of the system. The position sensing system can also be used to collect data about the condition of other components of the vehicle. The advantages and other features of the systems and methods disclosed herein will become more apparent to those of ordinary skill in the art through the following detailed description of some preferred embodiments of representative embodiments of the present invention in conjunction with the accompanying drawings. The same figure numbers are used herein to represent the same components. In addition, words indicating orientation (such as "upper", "lower", "distal" and "near") are only used to help describe the position of components relative to each other. For example, the "upper" surface of a component is merely intended to describe a surface that is separate from the "lower" surface of the same component. Words indicating orientation are not used to describe absolute orientation (i.e., the "upper" component must always be on top).

[0061] Now refer to Figure 1 , a typical braking system for a vehicle is generally shown at 100. System 100 includes a caliper assembly 102 that is partially disposed around a rotor 104. Caliper assembly 102 includes a fixed mounting bracket 106 and a floating portion 108. Fixed mounting bracket 106 is statically attached to other components of braking system 100. On the other hand, floating portion 108 is coupled to fixed mounting bracket 106 by a caliper slide pin 110 to allow movement toward and away from rotor 104. The interior of floating portion 108 generally contains at least two brake pads (not explicitly shown) surrounding rotor 104. Retention of the brake pads within floating portion 108 can be achieved by securing the brake pads to two ends within floating portion 108, which have fasteners for retaining the brake pads in place. In any case, when a force is applied to floating portion 108, such as by hydraulic fluid provided in response to compression of a brake pedal within the vehicle, floating portion 108 presses the brake pads against rotor 104. In turn, the brake pads apply a force to the rotor 104 to slow and / or stop the vehicle. It is worth noting that the braking system shown herein is exemplary only, and it should be understood that the subject technology is equally applicable to other types of braking systems, as known in the art. For example, the subject technology can also be implemented in a braking system with a fixed caliper and an opposing moving piston, where the attached brake pads are located on either side of the rotor. In general, the subject technology can be implemented with any braking system that includes a fixed portion and a movable portion that is actuated during vehicle braking.

[0062] Reference now Figure 2-Figure 4 , the brake system 100 includes a sensor assembly 212 that senses position data. The sensor assembly 212 preferably uses a magnet 216 so that the operation is contactless, as described more fully herein.

[0063] The position data relates to the distance between the first portion 201 and the second portion 203 of the caliper assembly 102 to determine brake pad wear. The first portion 201 is mounted to the fixed mounting bracket 106 via a rigid outer housing 230. The housing 230 is attached to a cover 232 surrounding the electronics module assembly 224. The electronics module assembly 224 includes at least one sensing element 226 ( Figure 5B ). Typically, the sensing element 226 generates a signal indicating the distance between the sensing element 226 and the magnet 216 fixed to the second portion 203. The signal strength varies proportionally with the distance, so that changes in signal strength can be calibrated to represent changes in distance. The sensing element 226 can be a Hall effect type sensor, a semiconductor-based magnetic field sensor, and other types now known or later developed. In other embodiments, the sensor assembly 212 can utilize other non-contact technologies to determine the distance, such as optical devices, capacitive sensors, inductive sensors, sonar, radar, etc.

[0064] Sensing element 226 is a fixed magnetic position sensing element that senses the position of moving magnet 216. Here, magnet 216 is part of second portion 203 of sensor assembly 212. Magnet 216 is coupled to floating portion 108 via carrier 228. Magnet carrier 228 is coupled to one of caliper sliding pins 110. When the brake pads are not in use, floating portion 108 is in a first fixed position in which a distance "L" exists between the innermost portions of the brake pads and a distance "D" exists between the innermost portions of each brake pad and rotor 104 (see FIG. Figure 2 ). It is noted that when the brake pad is in use, the brake pad is forced against the rotor 104 and is thereby displaced a distance approximately equal to "D" so that the brake pad contacts the rotor 104. In the actuated position, as the floating portion 108 moves toward the rotor 104, the outboard nut 135 surrounding the caliper pin 110 forces the magnet carrier 228, and thus the magnet 216, to move in accordance with the movement of the floating portion 108.

[0065] It should be noted that while the exemplary embodiment shows one effective way to attach the magnet 216 to the floating portion 108, the subject technology can also be practiced when the magnet 216 and the floating portion 108 are coupled in other ways, as long as the position of the magnet 216 changes when the brake system 100 is actuated (e.g., the floating portion 108 moves). In the particular embodiment shown, the magnet 216 moves along a magnet axis "a", parallel to the movement of the floating portion 108 and parallel to the length of the corresponding housing 230.

[0066] As the brake pads wear, applying the brakes will cause the floating portion 108 to move closer to the rotor 104 (because the width of the brake pad between the rotor 104 and the floating portion 108 will decrease), resulting in a greater displacement distance "D" of the floating portion 108 when the brakes are applied. As the brakes wear, this in turn results in a change in the position of the magnet 216 relative to the sensing element 226 when the brakes are applied. The sensor assembly 212 is configured to generate a signal having a strength based on, for example, the strength and / or angle of the magnetic field sensed by the sensing element 226, which varies depending on the relative position of the magnet 216 and the sensing element 226. Therefore, the signal strength will be related to the relative position between the magnet 216 and the sensing element 226. The strength of the signal can then be relied upon to determine the relative position of the brake pads when the brakes are applied versus the relative position of the brake pads when the brakes are not applied, which indicates brake pad wear.

[0067] The position data is processed by the electronics module assembly 224, which may include an ASIC, a microprocessor, etc., to convert data received from the sensing element 226 regarding the distance (or displacement) from the corresponding magnet 216 into a value representative of brake pad wear. The electronics module assembly 224 may also only partially process the position data, with most of the processing being performed remotely.

[0068] A given brake pad wear value may represent the width of the brake pad between the caliper assembly 102 and the rotor 104. The wireless transmitter may then transmit a signal representing the distance "D" (and / or the value of the brake pad wear) to a remote electronic device within the vehicle. For example, the signal may be wirelessly transmitted to a display inside the vehicle so that a user can continuously track brake pad wear, such as each time the brakes are applied, or periodically track brake pad wear at defined time-based intervals (e.g., every five minutes). By displaying the value of brake pad wear as the brake pad wears, a user can easily predict when the brake pads may need to be replaced. This information may also provide an accurate assessment and prediction of brake pad health during the service life of the brake pads. In addition, by observing the brake pad wear value before and after using the vehicle, the amount of brake pad wear caused by a specific driver, trip, etc. may be found. Maintenance technicians may also use the location data / indication of brake wear to evaluate recommended and required maintenance activities, such as replacing brake pads, via maintenance equipment.

[0069] In other applications, the brake pad data generated by the sensor assembly 212 can be relied upon to take safety measures, such as detecting improper caliper function / operation, advance knowledge of driver behavior, or possible brake failure. For example, when the brakes are not in use, the sensor assembly 212 on each caliper assembly 102 will generate a first sensor reading. When the brakes are in use, each sensor assembly 212 on each caliper assembly 102 will also generate a second sensor reading, and the difference between the first and second sensor readings can then be relied upon to calculate the amount of movement of the floating portion 108 when the brakes are activated, and ultimately calculate the brake pad wear. However, if there is a significant deviation between the signal differences determined for one wheel compared to another wheel, this may potentially alert the driver that there is a problem with the caliper assembly 102 or a malfunction in the brake system 100. Likewise, a range of possible second sensor readings can be generated based on the known distance between the floating portion 108 of the caliper assembly 102 and the rotor 104, the current brake pad wear, and the expected brake pad compression, which takes into account a given brake pad pressure load or the degree to which the brakes are applied (e.g., if the user taps the brakes vs. if the user slams on the brakes for an "emergency stop," the brake pads will be expected to be compressed to a different degree). Notably, this example will also require some input about the degree to which the brakes were applied during one or more braking events. The second sensor reading can then be compared to the expected second sensor reading, and if there is a significant deviation. Whether a particular deviation is significant can be determined on a case-by-case basis or based on compiled data from past known deviations for a particular vehicle or from multiple vehicles.

[0070] Diagnostic information, such as brake pad activation and caliper movement during a braking event, may also be obtained by relying on data tracked and reported by the sensor assembly 212. This data may be used, for example, to detect potential problems with the brake system 100, report on the performance of a particular brake system 100 or its components, or track brake usage by a given user or vehicle.

[0071] It should be noted that while the above examples are given for illustrative purposes, in different embodiments, the components associated with the first portion 201 and the second portion 203 may be reversed. For example, the sensor assembly 212 may be part of the second portion 203 and may move in response to movement of the floating portion 108. Meanwhile, the magnet 216 may be part of the first portion 201 and may be non-removably attached to the fixed mounting bracket 106. Because the sensing element 226 will still identify the distance from the corresponding magnet 216 (i.e., the magnetic field sensed by the sensing element 226) which can be used to determine brake pad wear, the entire assembly will still be similar to Figure 2-Figure 4 The example given in .

[0072] Reference now Figure 5A and Figure 5B , showing the various components of the sensor assembly 212. The sensor assembly 212 includes a housing 230 and a cover 232, which can be attached to each other to form a chamber 234, thereby protecting the electronic device module assembly 224. The housing 230, the cover 232, and the electronic device module assembly 224 all include axially aligned holes 236. Threaded fasteners 238 are inserted through the holes 236 to firmly hold the cover 232, the housing 230, and the electronic device module assembly 224 together. The housing 230 and the cover 232 can be made of a material such as plastic, aluminum, etc., which is rigid and durable enough to protect the electronic device module assembly 224 while not interfering with any components on the electronic device module assembly 224, such as the sensing element 226. Epoxy potting 243 can be dispensed between the cover 232 and the electronic device module assembly 224 to help protect the components on the electronic device module assembly 224 (however, epoxy potting 243 is not necessarily included).

[0073] The electronics module assembly 224 includes a printed circuit board having various components related to sensing and signal processing and transmission (not all of which are clearly shown / described). The electronics module assembly 224 obtains power from an internal battery 240 and also includes an antenna for wireless signal transmission. Figure 2-Figure 4 As shown, the entire sensor assembly 212 may be bolted to the caliper assembly 102 of the exemplary brake system 100 by fastening the flange 242 of the housing 230 to the caliper assembly 102 .

[0074] The magnet 216 of the sensing assembly 212 is attached to a separate portion of the caliper assembly 102 via a magnet carrier 228. In one embodiment, the magnet 216 can be rectangular and movement along the magnet axis "a" can be parallel to the side wall 217 of the housing 230. However, the magnet 216 need not be any particular shape and can be moved in any direction (e.g., perpendicular to, or perpendicular or parallel to) relative to the sensing assembly 212, as long as the relative position of the sensing assembly 212 and the magnet 216 is changed by the movement. The magnet 216 is formed of a material that is ideally suited to affect the sensing element 226, such as an aluminum nickel cobalt alloy. The magnet 216 is held within the magnet carrier 228, perpendicular to the mounting flange 244. The magnet carrier 228 is fixed in place by the caliper bolts 110 that pass through the mounting flange 244. Thus, the magnet 216 is coupled to the caliper assembly 102 in a manner that allows the magnet 216 to move in a substantially parallel direction (ie, parallel to the axis “a”) in response to movement of the floating portion 108 .

[0075] In some embodiments, the electronic device module assembly 224 may also include a temperature sensor (not explicitly shown). The temperature sensor may be incorporated into the sensing element 226, or may be placed at some other location on the electronic module assembly. When the brakes are applied, the temperature sensor may help track information related to the temperature of the brake pads. Data related to the temperature of the brake pads may then be provided to the user, for example, via a display in the vehicle, so that the driver may be warned of an overheating condition. Similarly, brake pad temperature information may be tracked and stored and / or sent to an output to track the use or braking performance of the brake pads by a specific driver. It is worth noting that since the temperature sensor is onboard the electronic device module assembly 224, the temperature measurement will not be a direct temperature measurement of the brake pads themselves. However, by utilizing the appropriate characteristics of the temperature sensor in a fixed position of the brake assembly, the temperature of other components in the brake assembly (e.g., rotors, pads, caliper housings, etc.) may be inferred.

[0076] Reference now Figure 6A-6E, various views of another brake assembly 100 and sensor assembly 312 are shown. The brake assembly and sensor assembly 312 are very similar to the embodiments discussed above, and thus like components have the same reference numerals or similar reference numerals in the "300" series (instead of the "200" series) whenever possible. The following description relates to the differences between the sensor assemblies 212, 312. The main difference is that the magnet 316 can be cylindrical to allow movement along the magnet axis "a" within the cylindrical channel 314 of the housing 330. The cylindrical shape allows for easier manufacturing and assembly. In addition, the movement of the magnet axis "a" of the cylindrical magnet 316 through the cylindrical channel 314 optimizes the perceived magnetic field changes of the sensor assembly 312 over the travel of the brake system 100. In addition, this results in improved accuracy and also helps to shield the magnet 316 from the harsh environment surrounding the brake system 100.

[0077] Reference now Fig. 7A , a block diagram 400 of an example of the circuit of an electronic device module assembly 424 and a corresponding power source 410 is shown. In this case, the power source 410 provides power from a battery 440 located inside the vehicle and outside the electronic device module assembly 424. However, in other embodiments, an internal battery is included as part of the electronic device module assembly 424 to provide power to the vehicle. The power source 410 includes a battery 440 connected to a 3V regulator 450a and a 5V regulator 450b to supply power to the various components of the electronic device module assembly 424. The power from the battery 440 passes through a specific voltage regulator 450a, 450b according to the requirements of each specific component. In the example shown, the power passes through a 5V regulator 450b to provide power to the sensing element 426 and the signal conditioning operational amplifier 452. The power passes through a 3V regulator to provide power to a microcontroller 454 and an RF transmitter 456.

[0078] The sensor element 426 detects the position of the corresponding magnet 216, 316 so as to generate a signal representing the position of the magnet 216, 316 relative to itself. If the system is properly configured, the signal has a relationship with the overall wear of the brake pads of the vehicle. The signal is then sent through the operational amplifier 452, which then provides the signal to the microcontroller 454. The microcontroller 454 further processes the signal. The signal can then be provided to the RF transmitter 456 for wireless transmission to the vehicle display or other device. The LF receiver 457 also provides a one-way communication channel back to the microcontroller 454 and other components in the electronic module assembly 424. The LF receiver 457 provides a means for initializing, testing and calibrating the electronic device module assembly 424 and any corresponding sensor assembly. Preferably, the LF receiver 457 can be wirelessly set to various operating modes to allow such initialization, testing and calibration.

[0079] Reference now Figure 7B , a block diagram 400b of another example of a circuit of an electronic device module assembly 424 is shown. In this example, the electronic device module assembly includes an internal battery 440b, which provides power to some or all of the other components shown on the block diagram 400b. The sensing element 426b generates a signal, as described above, and provides the signal to the signal conditioning electronic device 452b. The signal conditioning electronic device 452b may include various electronic devices for processing, transmitting, modifying or storing the signal generated by the sensing element 426b. For example, the signal conditioning electronic device 452b may include an operational amplifier, a microcontroller, or a dedicated integrated circuit that is programmed to take a specific action when a signal falling within a specific range is received. The signal conditioning electronic device 452b then provides the signal to the RF transmitter 456 for wireless transmission to the vehicle display or other device via the antenna 441. Similar to the above-mentioned LF receiver 457b, the LF receiver 457b is also used to initialize, test and calibrate the components within the electronic device module assembly 424 and any corresponding sensor components. It is worth noting that, although not explicitly shown, the electronic device module assembly 424 may also include a temperature sensor. The temperature sensor may be part of the sensing element 426b, or may similarly interface with the internal battery 440b and signal conditioning electronics 452b.

[0080] Reference now Figure 8-10D, another embodiment of a position sensing system on a brake system is shown. The position sensing system has many similar components to the other systems described herein, and unless otherwise shown or described, all components can be assumed to be the same. In general, while other embodiments shown herein utilize magnetic position sensors and magnets, the illustrated embodiment uses an inductive position sensor assembly 512 and a metal reference portion 560. Specifically, the sensor assembly 512 is configured to generate a signal having an intensity that is related to the displacement distance between the metal reference portion 560 and the sensor assembly 512 (or a portion of the sensor assembly 512, such as the sensing element 526).

[0081] Similar to other embodiments described herein, the sensor assembly 512 includes a cover 532 and a housing 530 that are coupled together to form a chamber 534 that houses an electronics module assembly 524. The electronics module assembly 524 has an inductive sensing element 526 in the form of an arrangement of transmitting and receiving inductive coils that detect the distance from the location of a corresponding metal reference portion 560. In the example shown, the metal reference portion 560 is an integral part of the floating portion 108 of the caliper assembly 102. Alternatively or additionally, the metal reference portion 560 can be a separate metal protrusion attached to the floating portion 108, which can be easily detected by the inductive sensing element 526. Typically, the front face 562 of the cover 532 is in close proximity to the metal reference portion 560 (i.e., about 2 mm away).

[0082] When the brake is not applied, the metal reference portion 560 is in a first default position, such as Fig. 9 Once the brake is applied, the floating portion 108 moves from the first default position to the second active position as the floating portion 108 presses the brake pad against the rotor 104. Figure 8 This distance is represented by the displacement line "D", which shows the travel between the floating portion 108 (and the corresponding metal reference portion 560) when the actuator is applied and when the brake is not applied. Fig. 9 In FIG. 5 , the sensor assembly 512 has been moved rearward from the caliper assembly 102 to better illustrate the displacement distance “D”, however, it should be understood that the sensor assembly 512 is still fixed to the caliper assembly 102, as shown in FIG. Figure 8As shown. In this example, the inductive sensing element 526 is specifically configured on the electronics module assembly 524 so that the electronics module assembly 524 is positioned along a plane parallel to the direction of the displacement "D" of the floating caliper assembly 102. As the brake pads wear, the displacement "D" of the brake will increase in proportion to the extent of the brake pad wear. Therefore, by ensuring that the displacement "D" corresponds to the movement of the metal reference portion 560, the sensor assembly 512 can be configured to determine the extent of the brake pad wear. It is worth noting that while it has been found to be advantageous to have the metal reference portion 560 travel parallel to the front face 562 of the sensor assembly 512, in other embodiments, the metal reference portion 560 only needs to travel in a direction that causes the relative position of the metal reference portion 560 and the sensor assembly 512 to change when the brake is activated.

[0083] The electronics module 524 of this embodiment also includes various components for processing, transmitting, and analyzing signals from the inductive sensing element 526. For example, the electronics module assembly 524 may include a printed circuit board, an inductive sensing element 526 (and corresponding transmit and receive inductive coils), an RF antenna, a wireless transmitter, and other passive electronic components. The electronics module assembly 524 also includes an internal battery 540, which is also housed in a chamber 534 formed between the housing 530 and the cover 532. The battery 540 provides power to the electronics module assembly 524, thereby eliminating the need to connect the electronics module assembly 524 to any power supply within the vehicle.

[0084] The housing 530 includes a flange 542 that allows the sensor assembly 512 to be easily attached to the fixed mounting bracket 106. For example, the flange 542 may include an axial hole 572 having a threaded interior. A screw 574 may be threaded directly into the fixed mounting bracket 106 through the axial hole 572 to securely hold the sensor assembly 512 in place. Similarly, the screw 574 may be easily removed to disassemble the sensor assembly 512, for example, when replacing the caliper 102, repairing the sensor assembly 512, or performing other operations as needed. The two eyelets 572 shown are positioned on opposite sides of the flange 542 to improve the stability of the sensing assembly 512 when the sensor assembly 512 is fixed to the caliper assembly 102. It is worth noting that in some embodiments, the housing 530 and / or the cover 532 do not have to be a solid plastic member, but may be formed of a soft epoxy layer. The soft epoxy layer may allow for improved wireless signal transmission to and / or from the sensor assembly 512 while still protecting the electronics module assembly 524 from the harsh environment surrounding the brake system.

[0085] Reference now Fig.11, shows a schematic diagram of an exemplary braking system 1100 for a vehicle including a position sensing system 1101 according to the subject technology. The braking system 1100 can be one of many types of braking systems shown and described herein or as known in the art. A caliper assembly 1102 is disposed at least partially around a rotor 1104. The caliper assembly 1102 includes a fixed mounting bracket 1106 that is in a fixed position relative to the braking system 1100 and does not move when the vehicle brakes are applied. The caliper assembly 1102 also includes a floating portion 1108, such as a piston attached to a brake pad 1110, which is opposite a second brake pad 1112 surrounding the rotor 1104. When the vehicle brakes are applied, the floating portion 1108 is actuated and the brake pad 1110 is driven against the rotor 1104 to slow the vehicle.

[0086] The position sensing system 1101 includes a sensing element and a reference portion. The sensing element may be one of the various types of sensing elements shown and described herein, and the reference portion is a corresponding target for the sensing element. For example, the sensing element may be an inductive sensor, and the reference portion may be a metal reference (e.g., a metal member and / or structural support member that can be identified by the inductive sensor). Alternatively, the reference portion may be a magnet that generates a magnetic field, and the sensing element may be configured to sense the magnetic field generated by the reference portion. Other sensing elements and reference portions known in the art may also be used. Typically, the sensing element and the reference portion allow the sensor assembly to generate a signal having an intensity related to the relative position of the sensing element and the reference portion. In various embodiments, the position sensing system 1101 may also include an electronic device module assembly, which includes a sensing element, a printed circuit board, an antenna, a battery, and a wireless signal transmitter configured to send data from a processor to an external electronic device.

[0087] The sensing element may be positioned on the fixed mounting bracket 1106 or the floating portion 1108. The reference portion is positioned on a portion of the caliper assembly 1102 opposite the sensing element so that when the floating portion moves, the reference portion moves relative to the sensing element, thereby causing the sensor assembly to generate a signal when the brakes are applied. That is, if the sensing element is attached to the fixed mounting bracket 1106, the reference portion is attached to the floating portion 1108, and if the sensing element is attached to the floating portion 1108, the reference portion is attached to the fixed mounting bracket 1106.

[0088] The position sensing system 1101 also includes a processor (not explicitly shown) that is configured to perform various functions associated with determining the condition of a vehicle component, as described in more detail herein. For simplicity, a single processor is described herein, and it should be understood that the described tasks can be performed alternatively by multiple processors. Typically, the processor is configured to store at least one predetermined signal that associates a signal waveform with the condition of a vehicle component. The processor then acquires the signal measured by the sensor assembly and compares it with the predetermined signal. When there is a match between the signal and one of the predetermined signals, the condition of the vehicle component can be determined based on the match, as discussed in more detail below. In some cases, many predetermined signals can be stored, each of which is associated with different conditions of different components of the vehicle, so that each signal generated by the sensor can indicate one or more conditions of one or more components of the vehicle.

[0089] For example, Fig.11 A dashed box 1114 is included, which depicts a possible orientation of a rotor experiencing an abnormal rotor condition. More specifically, reference numeral 1104 represents the orientation of a healthy rotor, while dashed box 1114 depicts a rotor experiencing a runout of distance "d". By comparing the signal from the sensor to one or more predetermined signals, the position sensing system 1101 can identify that the rotor is experiencing a runout, as discussed in more detail below. In some cases, sufficiently specific predetermined signals are cataloged so that the position sensing system 1101 can even determine the runout distance "d" experienced by the rotor. Although the present invention describes the manner in which the position sensing system 1101 can determine the condition of a vehicle component, it should be understood that the disclosed position sensing system 1101 can also be used to determine the condition of a vehicle component in a manner not specifically described herein, as will be understood by those skilled in the art.

[0090] Reference now Fig.12 , an exemplary graph 1200 showing the strength of a signal generated by a sensor assembly during various states of brake application as a function of time (curve 1202). When the brakes are not applied, as seen in time period 1206, the signal strength is relatively constant (i.e., a constant value). During the application of the brakes, the signal strength changes from a relatively constant value to a fluctuating value, as seen in time periods 1204a, 1204b (collectively 1204), deviating from the normal value during the time period 1206 when the brakes are not applied. In addition, applying the brakes more aggressively and / or more quickly will tend to produce larger fluctuations in signal strength (e.g., 1204a), while applying the brakes more gently and / or more gradually will tend to produce small fluctuations in signal strength (e.g., 1204b). The fluctuations in signal 1202 are an example of a healthy rotor of the vehicle.

[0091] The signal generated by the sensor is compared with a predetermined signal to determine information about the vehicle component in different ways, as will be discussed in more detail below. For example, in one application, the processor can be configured to determine the frequency of the signal within a given time period. The processor can then determine whether the component (such as a rotor or wheel bearing near the sensing component) needs to be replaced based on whether the frequency falls outside a predetermined range. In another example, the processor is configured to detect when the wheel bearing is damaged by comparing the measurement of the signal with a predetermined signal indicating a wheel bearing problem. A damaged or otherwise damaged rotor produces / causes excessive runout, which in turn causes uneven high stress in components such as wheel bearings. This increased and / or uneven load is one of the most common causes of wheel bearing damage. Therefore, specific patterns associated with wheel bearing problems can also be an explanation or prediction of other problems with the braking system. Taking early action on these problems can provide significant benefits to vehicle owners, such as avoiding additional damage and costs involving wheel bearing replacement, tires, alignment, etc. In any case, all determinations of the condition of vehicle components can be reported so that users and / or mechanics can take action. This may be accomplished by providing a warning on a vehicle display and / or warning lights on the instrument panel or center console.

[0092] In another example, the signal from the sensor can be used to determine the vehicle speed. Fig.13 , graph 1300 shows the sensor signal strength (curve 1302) and the actual vehicle speed (curve 1304) over time as tracked by the position sensing component. As the vehicle speed 1304 increases over time, the frequency of the sensor signal 1302 increases accordingly. This is graphically depicted by the peaks of the sensor signal 1302 moving closer together as time passes (and the vehicle speed 1304 increases). Therefore, there is a correlation between the frequency of the signal 1302 and the vehicle speed 1304. As such, the processor of the position sensing system 1101 can be further configured to determine the frequency of the signal 1302, and determine the vehicle speed 1304 based on the frequency of the signal 1302.

[0093] In some cases, the position sensing system 1101 can also detect non-uniform rotor contact surfaces. Figure 14a-14d , shows a graph of sensor signal strength over time, which is converted to a graph of a signal in the amplitude-frequency domain. Graph 1400a is an example of sensor output over time during a vehicle speed of approximately 25 kilometers per hour. It is noteworthy that the signal strength fluctuates even when the brakes are not applied (approximately 7 mV peak-to-peak), but the fluctuation is more significant when the brakes are applied (approximately 10 mV peak-to-peak). Fig.14bGraph 1400b shows signal samples from the period depicted in graph 1400a, which are converted into the amplitude-frequency domain using a Fast Fourier Transform (FFT). Fig.14c Graph 1400c is an example of sensor output varying over time during a vehicle speed of 35 kilometers per hour, showing a peak-to-peak voltage of approximately 5 mV when the brakes are not applied and a peak-to-peak voltage of 7 mV when the brakes are applied. Fig.14d Graph 1400d is a graph that converts the samples from graph 1400c into the magnitude-frequency domain using an FFT.

[0094] Graphs 1400a-1400d show examples where there is a non-uniform rotor contact surface. A non-uniform contact surface may refer to a rotor that is displaced from its normal axis of rotation, a rotor that is unevenly worn, or other problems that cause non-uniform contact (such as bearing problems). A non-uniform contact surface may be identified by comparing a signal from a sensor with a predetermined signal stored in a processor. This is accomplished by converting the sensed signal (e.g., graphs 1400a, 1400c) into an amplitude-frequency domain (1400b, 1400d) and identifying abnormal peaks (such as peaks 1402b, 1402d). Peaks exist regardless of brake application and vehicle speed, but brake application may result in peaks 1402b, 1402d being found at different frequencies. In any case, peaks 1402b, 1402d are typically found to be examples of non-uniform rotor contact surfaces when found at frequencies between approximately 2-10 Hz (depending on vehicle configuration and speed).

[0095] Reference now Figure 15a-Figure 15e, graphs 1500a-1500e show another example of how fluctuations in signal strength can be used to determine potential non-uniform rotor contact surfaces (such as rotor runout). Graph 1500a is an example of a sensor associated with a braking system that has not experienced significant problems with non-uniform rotor contact surfaces, while graph 1500c is an example of a braking system that has experienced significant problems with non-uniform rotor contact surfaces. Graphs 1500a, 1500c show exemplary signals from sensors over a period of time exceeding 100 seconds and during varying brake applications, speeds, and steering wheel angles. Graph 1500b is a sample from graph 1500a just over 10 seconds, while graph 1500d is a sample from graph 1500c just over 10 seconds. In graph 1500b, which represents a signal from a normal rotor, the signal is dominated by noise rather than pulsations that are characteristic of the rotor state. In contrast, a rotor that experiences a non-uniform contact surface (graph 1500d) causes the peak-to-peak frequency of the signal to dominate over other signal noise. This is because the displaced rotor causes the brake pads to pulsate in each cycle of the rotor, causing high and low peaks at opposite ends of the pulsation cycle. Therefore, the pattern shown in graph 1500d is an example of a rotor experiencing an abnormal condition (such as beating). The processor within the position sensing system 1101 can store one or more predetermined signals associated with a pattern of fluctuations that allow identification of rotor conditions. The abnormal condition can then be identified based on a match between the strength of the signal and one of the predetermined signals for abnormal rotor conditions (such as rotor beating). In this way, the processor can analyze the signal to detect an unhealthy rotor and / or a potential end-of-life condition, and alert the driver or vehicle mechanic that the rotor needs repair or replacement.

[0096] Graph 1500e shows the signal from a braking system with a normal rotor (i.e., from graphs 1500a, 1500b) represented by curve 1502 and the signal from a braking system with a rotor experiencing a non-uniform contact surface (from graphs 1500c, 1500d) represented by curve 1504. The signals are converted into the amplitude-frequency domain using FFT. The converted signal 1502 for the normal system shows a minimum peak at the dominant frequency, while the converted signal 1504 from the rotor with the non-uniform contact surface has a considerable amplitude between 2-5 Hz. The vehicle in this example is traveling at less than 40 kilometers per hour, which results in the peak of signal 1504 being less than 5 Hz. There are no distinct peaks, but the pattern of peaks clearly distinguishes signal 1504 from the peaks of the normal rotor 1502. Therefore, the processor can be configured to detect the pattern of signal peaks, particularly in the amplitude-frequency domain, such as those formed by curve 1504, to identify the non-uniform rotor contact surface. It is worth noting that while a non-uniform rotor contact surface is used by way of example, various signal patterns in the amplitude-frequency domain may also indicate other conditions, such as problems with the brake pads or bearings.

[0097] refer to Fig.16 , graph 1600 shows the intensity of the signal generated by the position sensor assembly during different steering angles (i.e., the tire / wheel is at a particular angle) over time. The signal intensity is generally represented by curve 1602. When the wheel is substantially straight, the sensor assembly generates a substantially constant signal within a small range (as shown during period 1604). Similarly, when the wheel is turned at a left angle (e.g., when the vehicle turns left), the sensor assembly generates a substantially constant signal within a different small range (as shown during period 1606), at a slightly higher voltage than when the wheel is straight. And when the wheel is turned at an angle to the right, the sensor assembly generates a substantially constant signal within a different small range (as shown during period 1608), at a slightly lower voltage than when the wheel is straight. Therefore, in some embodiments, the predetermined signal may include three separate output ranges associated with a straight steering angle, a left steering angle, and a right steering angle, respectively. In addition, the predetermined signal may be included to specify even more steering ranges, such as a predetermined signal that distinguishes a sharp left steering angle from a slight left steering angle, and / or vice versa. The processor may then be further configured to determine a steering angle within a set period of time based on a match between the signal and a predetermined signal.

[0098] Reference now Fig.17, provides another example of how sensor signals can be relied upon to collect information about vehicle components. Graph 1700 shows exemplary test data from sensor signals (moving average values ​​given by curve 1702) and exemplary manually acquired measurements of brake pad wear given by curve 1704. Sensor signal 1702 is plotted over a period longer than half a day, which is a much longer period than the example given above. In order to create a more accurate representation of the signal, outliers have been removed from the data collected by the sensor. As can be seen, the average signal 1702 generated by the sensor increases steadily over a longer period of time (in this case, about half a day of basic brake use). Therefore, the processor can be configured to include predetermined signals associated with various thresholds. When the moving average of the signal strength over a longer period of time (i.e., a few hours, a day, multiple days, etc.) exceeds at least one threshold, the processor can determine that the brake pads have been worn to a level that permits a warning to the user. In some cases, the processor may include many predetermined signals with different thresholds, which are configured to substantially determine the actual amount of wear on the brake pads.

[0099] Reference again Fig.11 , the position sensing system 1101 may also include a temperature sensing element configured to detect a temperature near the brake sensing system 1100. Therefore, when a temperature sensing element is included, the processor may be configured to store a predetermined temperature signal that associates a temperature with a specific condition of at least one component of the vehicle. The processor may then determine the condition of the vehicle component based on a match between the detected temperature and one of the predetermined temperature signals. For example, the processor may store at least one threshold temperature corresponding to a severe brake application. The processor may then determine when a severe brake application occurs based on the detected temperature. Severe brake applications typically involve situations where there is a chance of brake overheating. Therefore, certain temperature signals may correspond to atypical driving profiles, such as a vehicle descending a steep gradient for a long duration while towing a trailer (e.g., mountain descent) or performing a runway-like driving condition (e.g., track driving). If an atypical driving profile is detected, the data may be used to change the state of the sensor or vehicle. For example, the sensor may be modified to provide more frequent updates to the vehicle and / or a processor within the vehicle, and additional diagnostics may be provided for incoming sensor data.

[0100] It should be understood by those skilled in the relevant art that, in alternative embodiments, the functions of several elements may be performed by fewer elements or a single element. Similarly, in some embodiments, any functional element may perform fewer or different operations than those described in the illustrated embodiments. In addition, in a particular embodiment, different functional elements (e.g., electronic devices, sensing elements, transmitters, etc.) may be incorporated into other functional elements for illustrative purposes.

[0101] Although the subject technology has been described for preferred embodiments, it will be readily understood by those skilled in the art that various changes and / or modifications may be made to the subject technology without departing from the subject technology. For example, even if not originally requested, each claim may be subordinate to any or all claims in a multi-dependency manner.

Claims

1. A position sensing system for a brake assembly of a vehicle, the brake assembly comprising: Rotor; a caliper assembly at least partially disposed about the rotor and having a fixed mounting bracket and a floating portion movable relative to the fixed mounting bracket; and at least one brake pad attached to a floating portion configured to move relative to the fixed mounting bracket and to apply a force to the rotor when a driver applies brakes of the vehicle, the position sensing system comprising: a sensor assembly including a sensing element and a reference portion, the sensing element being attached to a location of the brake assembly such that when the floating portion moves, the reference portion moves relative to the sensing element, the sensor assembly being configured to generate a signal related to the relative position of the sensing element and the reference portion; and A processor configured to: storing a first plurality of predetermined signals, each predetermined signal in the first plurality of predetermined signals comprising an amplitude-frequency waveform representative of a non-uniform rotor contact surface; converting the signal into the amplitude-frequency domain; and A particular non-uniform rotor contact surface of the rotor is identified based on a comparison and match between the converted signal and one of the first plurality of predetermined signals.

2. The position sensing system according to claim 1, wherein: The sensing element is an inductive sensor assembly coupled to the fixed mounting bracket; and The reference portion is a metal reference portion coupled to the floating portion.

3. The position sensing system according to claim 1, wherein: The reference portion is a magnet that generates a magnetic field; and The sensing element is a magnetic sensing element configured to sense the magnetic field of the magnet to generate a signal.

4. The position sensing system according to claim 1, wherein: The processor is further configured to store a second plurality of predetermined signals, the second plurality of predetermined signals comprising: a first predetermined signal correlating a first sensor output range to a straight-on steering angle; a second predetermined signal correlating the second sensor output range to a left turn angle; and a third predetermined signal correlating the third sensor output range to a right steering angle, Wherein, the processor is configured to determine a steering angle within a certain time period based on a match between the signal and at least one of the first, second and third predetermined signals.

5. The position sensing system of claim 1, wherein: The processor is further configured to: determining the frequency of the signal over a period of time; and Failure of a component in the brake assembly is determined based on whether the frequency falls outside of a predetermined frequency range.

6. The position sensing system according to claim 5, wherein: The processor is further configured to determine whether a wheel bearing proximate the sensor assembly needs to be replaced based on whether the frequency falls outside a predetermined frequency range.

7. The position sensing system according to claim 1, wherein: The processor is further configured to: determining a frequency of the signal; and The speed of the vehicle is identified based on the frequency of the signal.

8. The position sensing system of claim 1, wherein: The sensor assembly includes a temperature sensing element configured to detect a temperature; and The processor is further configured to: storing at least one threshold temperature corresponding to an aggressive brake application; and A determination is made as to whether a hard brake application has occurred based on the temperature detected by the temperature sensing element.

9. The position sensing system of claim 1, wherein: The sensor assembly includes a temperature sensing element configured to detect a temperature; and The processor is further configured to: storing at least one predetermined temperature signal correlating the detected temperature with a condition of a vehicle component; and A condition of a vehicle component is determined based on a match between the detected temperature and one of the predetermined temperature signals.

10. The position sensing system according to claim 1, wherein: At least one predetermined signal relates to a moving average of a signal exceeding a threshold value associated with a worn brake pad.

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