Inductive Sensing for Vehicle Interfaces

Abstract

A system for triggering a function of a vehicle. The system includes an inductive sensor, a vehicle interface, and a conductive target. The conductive target may be coupled to the vehicle interface and configured to move with the vehicle interface relative to the inductive sensor between a first position and a second position. The first position has a first inductance and the second position has a second inductance different from the first inductance. The system may further include a controller.

Description

[Technical field]

[0001] [CROSS REFERENCE TO RELATED APPLICATIONS] This application claims the benefit of U.S. Provisional Application No. 63 / 265,805, filed December 21, 2021, the entire disclosure of which is incorporated herein by reference in its entirety.

[0002] FIELD OF THE DISCLOSURE This disclosure relates to systems and methods using inductive sensing, and more particularly, to using inductive sensing to trigger vehicle functions (e.g., horn, glove box, lights, doors, screens, etc.). [Background technology]

[0003] Generally described, various vehicles, such as electric vehicles, combustion engine vehicles, hybrid vehicles, etc., may be configured with one or more functions that are triggered by mechanical actions (e.g., dynamic springs and mechanical contacts). These functions may include, for example, accessing the glove box, controlling the lights, operating the doors, controlling the screen, activating the turn signals, activating the horn, controlling the environment (e.g., increasing or decreasing the cabin temperature or increasing or decreasing the fan speed), making a phone call, or another function or action.

[0004] Steering wheel assemblies are associated with several automotive applications that allow a user to steer a vehicle. Some steering wheel assemblies require a user to activate a switch that uses mechanical action to control certain vehicle functions. For example, to activate a horn, a user pushes a spring-loaded airbag module inward to close the contacts of the switch. The ability to shorten the travel distance of a mechanical switch is limited by the need to avoid false triggers from vibrations caused by vehicle dynamics, thermal expansion / contraction, and component tolerances and variations. The need to maintain significant travel distances and gaps compromises the appearance of the steering assembly. Mechanical travel also results in undesirable creaks and noise from the springs and contacts. Thus, there is a need to improve existing mechanical switches to ensure a good user experience over the life of the vehicle. Summary of the Invention

[0005] The present disclosure relates to a steering wheel assembly using inductive sensing. The steering wheel assembly includes a steering rim. The steering wheel assembly also includes an airbag module. The steering wheel assembly further includes at least one inductive sensor system (e.g., an inductive sensor and a target surface) disposed within the steering wheel assembly.

[0006] In certain embodiments, when a force is applied, the target surface approaches the inductive sensor, decreasing the distance between the inductive sensor and the target surface. In certain embodiments, the material deflects slightly (e.g., micrometer resolution), thereby decreasing the distance between the inductive sensor and the target surface. In certain embodiments, this change in distance changes the inductance of the sensor. For example, in certain embodiments, if the target surface is non-ferromagnetic (e.g., aluminum), the inductance decreases with decreasing distance to the target surface. In certain embodiments, if the target surface is ferromagnetic (e.g., iron), the inductance increases with decreasing distance to the target surface. In certain embodiments, this change in inductance is measured by an inductance-to-digital converter. When the force is removed, the target surface moves away from the inductive sensor. In certain embodiments, the material returns to its original unstressed shape.

[0007] In certain embodiments, a controller is electrically connected to the inductive sensor (e.g., via an inductance-to-digital converter) and determines a user input or gesture made by the user based on the change measured by the inductance-to-digital converter.

[0008] One aspect relates to a system for triggering a function of a vehicle including an inductive sensor, a vehicle interface, and a conductive target coupled to the vehicle interface and configured to move with the vehicle interface relative to the inductive sensor between a first position and a second position, the first position having a first inductance and the second position having a second inductance different from the first inductance, the system further including a controller configured to receive a signal from the inductive sensor indicative of a change between the first inductance and the second inductance and to trigger the function of the vehicle.

[0009] In a variation of the above embodiment, the function is to activate the horn.

[0010] In a variation of the above aspect, the vehicle interface is an airbag module.

[0011] In a variation of the above embodiment, a conductive target is disposed on the underside of the airbag module.

[0012] A variation of the above embodiment further comprises a printed circuit board, with the inductive sensor disposed on the PCB.

[0013] In a variation of the above embodiment, the conductive target is a metal.

[0014] In a variation of the above embodiment, the conductive target is a Cu tape.

[0015] In a variation of the above aspect, triggering the function includes emitting a loud or soft sound.

[0016] Variations on the above aspects include functions that may or may not emit a sound.

[0017] In a variation of the above aspect, the signal indicates at least one indication of a force applied to the vehicle interface, and triggering the function includes emitting a sound, and a volume level of the emitted sound is based at least in part on the indication of force.

[0018] A variation of the above aspect further includes at least a second inductive sensor, and the indication of the force applied to the vehicle interface is based at least on a weighting of the relative input from the inductive sensor and the second inductive sensor.

[0019] In a variation of the above aspect, the signal indicates at least a location of a force applied to the vehicle interface, and triggering the function includes emitting a sound, the direction of the emitted sound being based at least in part on the location of the force.

[0020] A variation of the above aspect further includes at least a second inductive sensor, and a position of the force applied to the vehicle interface is based at least on a weighting of the relative inputs from the inductive sensor and the second inductive sensor.

[0021] A variation of the above aspect further comprises a memory configured to store values ​​or settings associated with the functionality.

[0022] A variation of the above aspect further comprises an inductance-to-digital converter configured to convert the signal to a digital signal.

[0023] A variation of the above aspect further includes a buffer disposed between the inductive sensor and the conductive target.

[0024] In a variation of the above embodiment, the first location differs from the second location by 1 micrometer.

[0025] A variation of the above aspect further includes an air gap disposed between the inductive sensor and the conductive target.

[0026] In a variation of the above aspect, the vehicle interface includes a locking pin configured to secure the vehicle interface to the vehicle.

[0027] A variation of the above aspect further includes a steering wheel assembly having a central portion, the vehicle interface being sized and configured such that at least a portion of the vehicle interface fits within the central portion.

[0028] In a variation of the above aspect, the conductive target is a surface of the vehicle interface.

[0029] One aspect relates to a steering wheel assembly for a vehicle that includes at least one target surface disposed on an airbag module and at least one inductive sensor configured to generate a signal in response to a change in measured inductance caused by a change in distance between the at least one inductive sensor and the at least one target surface.

[0030] A variation of the above aspect further comprises an inductance-to-digital converter configured to convert the signal to a digital signal.

[0031] A variation of the above aspect further comprises a buffer disposed between the at least one inductive sensor and the at least one target surface.

[0032] A variation of the above aspect further comprises a printed circuit board, with the at least one inductive sensor embedded in the printed circuit board.

[0033] One aspect relates to a method for triggering a function of a vehicle, the vehicle comprising at least one target surface and at least one inductive sensor disposed relative to the at least one target surface to sense movement of the target surface, the method including moving the at least one target surface to change a distance between the at least one target surface and the at least one inductive sensor, generating a signal in response to a change in measured inductance caused by the change in distance, and triggering a function of the vehicle based on the signal.

[0034] In a variation of the above embodiment, the function is to activate the horn.

[0035] In a variation of the above embodiment, at least one target surface is disposed on an airbag module.

[0036] In a variation of the above embodiment, at least one target surface is disposed on the underside of the airbag module.

[0037] In a variation of the above embodiment, at least one target surface is metallic.

[0038] In a variation of the above embodiment, at least one inductive sensor is disposed on a printed circuit board.

[0039] In a variation of the above embodiment, the printed circuit board includes a buffer that contacts the at least one target surface before and after the at least one target surface is moved.

[0040] In a variation of the above embodiment, the buffer is compressed slightly by moving at least one target surface.

[0041] A variation of the above aspect further comprises converting the signal to a digital signal. [Brief description of the drawings]

[0042] The present invention is described with reference to the accompanying drawings, in which like reference characters refer to like elements throughout.

[0043] [Figure 1] FIG. 1 is a block diagram of a system including a steering wheel assembly having an inductive sensor system for triggering vehicle functions (e.g., horn, glove box, lights, doors, screens, etc.) according to one embodiment of the present disclosure.

[0044] [Diagram 2] FIG. 2 is a block diagram of the controller and inductive sensor system of FIG. 1.

[0045] [Diagram 3] FIG. 2 is an exemplary diagram of a vehicle including the system of FIG. 1.

[0046] [Figure 4]FIG. 4 is a view of the inside of the vehicle of FIG. 3 showing a steering wheel assembly in the form of a yoke according to one embodiment of the present disclosure.

[0047] [Diagram 5] FIG. 5 is a top view of the steering wheel assembly of FIG. 4 with the airbag module removed to reveal the inductive sensor system of FIG. 2 according to one embodiment of the present disclosure.

[0048] [Figure 6] FIG. 6 is a top view of an embodiment of the steering wheel assembly of FIG. 5 illustrating a printed circuit board (PCB) supporting one or more inductive sensors of the inductive sensor system according to an embodiment of the present disclosure.

[0049] [Figure 7] FIG. 7 is a perspective view of an airbag module showing one or more target surfaces covered by Cu tape positioned to align with one or more inductive sensors when assembled into the steering wheel assembly of FIG. 6 according to one embodiment of the present disclosure.

[0050] [Figure 8] FIG. 3 is a rear perspective view of the right switch pack in an open position showing the inductance-to-digital converter of FIG. 2 disposed in a receptacle and connected to the right switch pack printed circuit board (PCB) by a ribbon cable according to one embodiment of the present disclosure.

[0051] [Figure 9] 7A and 7B are top and bottom views of two PCBs similar to the PCB of FIG. 6.

[0052] [Figure 10] 13 illustrates another embodiment of an inductive sensor system in which the inductance-to-digital converter is integrated into the PCB of the right switchpack.

[0053] [Figure 11]Figure 11 is a cross-sectional view of the steering wheel assembly of Figure 4 showing an inductive sensor proximate to a target surface.Figure 11 further illustrates a small gap around the perimeter of the airbag module.

[0054] [Figure 12] 3 is an exemplary chart of sensor data measured by one embodiment of the inductive sensor system of FIG. 2 in response to a user pushing or pulling near the top and bottom ends of the airbag module.

[0055] [Figure 13] FIG. 6 is a top view of an embodiment of the steering wheel assembly of FIG. 5 with the airbag module removed showing a controller integrated into a printer circuit board (PCB) according to an embodiment of the present disclosure.

[0056] [Figure 14] FIG. 14 is a perspective view of an embodiment of an airbag module showing one or more target surfaces covered by Cu tape positioned to align with one or more inductive sensors when assembled into the steering wheel assembly of FIG. 13 according to one embodiment of the present disclosure.

[0057] [Figure 15] 3 shows a perspective view of a PCB integrating the inductance-to-digital converter and / or controller of FIG. 2.

[0058] [Figure 16] FIG. 16 is a partial cross-sectional view taken along line 16-16 of FIG. 15 showing one or more inductive sensors incorporated into a PCB and positioned under and around one or more buffers. The illustrated PCB includes four buffers and four inductive sensors positioned under and around the four buffers.

[0059] [Figure 17]16 is an exemplary chart of sensor data measured by one embodiment of an inductive sensor system including the PCB of FIG. 15 in response to a user pushing or pulling on the airbag module. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0060] Generally described, one or more aspects of the present disclosure relate to a buttonless vehicle interface that may include interfaces for, for example, activating a horn, accessing a glove box, controlling lights, operating doors, controlling a screen, activating turn signals, controlling the environment (e.g., increasing or decreasing the cabin temperature or increasing or decreasing the fan speed), making a phone call, or performing other functions or operations. For ease of explanation, the inductive sensor system will be described in the context of including an inductive sensor and a target surface activating a horn. Of course, the present disclosure is not so limited and may be incorporated into other portions of a vehicle for other functions.

[0061] In certain embodiments, the inductive sensor system is largely static and contains few moving parts (e.g., micrometer movement). For example, in certain embodiments, the inductive sensor is placed on a static component or panel. The target surface is placed in close proximity to the inductive sensor such that small movements of the target surface are sensed by the inductive sensor.

[0062] In certain embodiments, sensing is accomplished by decreasing the distance between the inductive sensor and the target surface. In certain embodiments, this change in distance changes the inductance of the sensor. For example, in certain embodiments, if the target surface is non-ferromagnetic (e.g., aluminum), the inductance decreases with decreasing distance to the target surface. In certain embodiments, if the target surface is ferromagnetic (e.g., iron), the inductance increases with decreasing distance to the target surface. In certain embodiments, this change in inductance is measured by an inductance-to-digital converter. When the force is removed from the target surface, the target surface moves away from the inductive sensor.

[0063] Certain embodiments may also have a lower overall mass, smaller packaging volume, simpler control strategies, fewer components, and fewer NVH / BSR ​​risks, all of which can contribute to a more positive user experience compared to known mechanical switches.

[0064] Known mechanical switches require a user to close mechanical contacts. For example, to activate a horn, a user pushes a spring-loaded airbag module inward to close the switch contacts. The ability to reduce the travel distance of a mechanical switch is limited by the need to avoid false triggers from vibrations caused by vehicle dynamics, thermal expansion / contraction, and component tolerances and variations. The need to maintain significant travel distances and gaps compromises the appearance of the steering assembly. Mechanical travel also results in undesirable creaks and noise from the springs and contacts.

[0065] In contrast, the inductive sensor system disclosed herein utilizes an inductive sensing coil or sensor to detect the air gap distance between the airbag module and a target surface on the steering wheel rear frame, and outputs a signal when the air gap closes below a certain threshold. In certain embodiments, the sensor is sensitive to micrometer movements. In this manner, the inductive sensor system essentially eliminates traditional mechanical movements and the associated unsightly gaps, greatly improving cosmetics and design.

[0066] In certain embodiments, the gain and sensitivity of the inductive sensor system is adjustable by software. For example, in certain embodiments, the force required to activate or trigger the horn may be updateable after delivery of the vehicle. For example, in certain embodiments, the force required to activate or trigger the horn can be adjusted to allow dynamic sensitivity based on driving conditions / harshness or even user preferences. In this way, the dynamic springs and mechanical contacts of existing horn actuation mechanisms are replaced with static coils and target surfaces, potentially reducing cost and environmental mitigation.

[0067] In certain embodiments, the inductive sensor system senses different applied forces (e.g., pressure acting on the airbag module and / or location on the airbag module) and, in response, triggers a particular horn sound and / or broadcast direction associated with the applied force. For example, in certain embodiments, the horn volume can be proportional to the applied force and / or can be emitted in a particular direction away from the vehicle. In certain embodiments, a user can decrease the horn volume by applying less force to the airbag module.

[0068] In certain embodiments, the system rotates the derived direction to take into account any rotation of the steering wheel (e.g., steering wheel angle). In this way, the horn broadcast direction can be true from the driver's perspective regardless of whether the steering wheel is rotated. For example, if the steering wheel is turned to the 3 o'clock position for a right turn and the driver presses the horn right on the "up" region of the airbag module, the system senses that the left portion of the airbag module has been pressed. The system can determine the steering wheel angle (e.g., 3 o'clock) and adjust the broadcast direction by rotating the broadcast direction +90 degrees so that the corrected broadcast direction is right ahead as indicated by the driver pressing the horn right on the "up" region.

[0069] In certain embodiments, the inductive sensor system operates with an air gap between the inductive sensor and the target surface. In this manner, the inductive sensor system operates with an intentional air gap. By having an intentional air gap, the inductive sensor system is more robust to component variations (e.g., tolerance stack-up) and thermal expansion and contraction that can change the size of the air gap.

[0070] The inductive sensor system can be calibrated at any point during the manufacturing process and can be re-commanded at any point during the life of the steering wheel assembly without the use of external measurement equipment. For example, the calibration process can be applied automatically during the manufacturing process, eliminating the need for manual calibration. The calibration process can also be applied remotely or during maintenance if a user experiences a degradation in the quality (e.g., sensitivity) of the horn actuation. This degradation can occur, for example, if any of the mechanical contributions in the force / displacement stack of components change over time (e.g., one or more buffers 72 deteriorate over time, becoming stiffer or softer). In certain embodiments, this degradation can change the amount of displacement caused by the airbag module 18 over time, caused by the same input force.

[0071] The calibration process can reduce the burden on vehicle service organizations. For example, if a user complains about the high force required to activate the horn, the service team can remotely trigger a recalibration to address the issue. Thus, the present disclosure can not only solve manufacturing challenges, but also reduce the burden on vehicle service organizations.

[0072] 1 is a block diagram of a system 10 including a steering wheel assembly 20 having an inductive sensor system 12 for activating a function (e.g., a horn) of a vehicle 40. A user may apply a force to a vehicle interface (e.g., an airbag module 18) that is sensed by the inductive sensor system 12. In certain embodiments, the system 10 may include a controller 14 for controlling the inductive sensor system 12. In certain embodiments, the system 10 may include a memory 16. In certain embodiments, the memory 16 may store values ​​or settings (e.g., calibration values) in the inductive sensor system 12.

[0073] 2 is a block diagram of the controller 14 and the inductive sensor system 12 of FIG. 1. In certain embodiments, the inductive sensor system 12 includes one or more inductive sensors 30 and one or more target surfaces 32. In certain embodiments, the one or more target surfaces 32 are disposed on the airbag module 18 in the steering wheel assembly 20. In certain embodiments, the inductive sensor system 12 relies on the interaction of an electromagnetic (EM) field generated by the inductive sensor 30 with eddy currents induced in the target surface 32. In certain embodiments, the amount of eddy currents induced in the target surface 32 decreases with increasing air gap because the target surface 32 captures a smaller portion of the electromagnetic field generated by the inductive sensor 30. In turn, in certain embodiments, the physical size of the electromagnetic field lines generated by the inductive sensor 30 may be directly proportional to the diameter of the inductive sensor 30.

[0074] In certain embodiments, one or more target surfaces 32 are metal objects. In certain embodiments, the metal objects interact with the magnetic field generated by one or more inductive sensors 30. Metal objects comprising materials with higher electrical conductivity (σ) may be advantageous for inductive sensing. For example, the amount of eddy currents generated on the target surface 32 may be directly related to the σ of the target material making higher electrical conductivity materials (e.g., copper, aluminum, etc.) advantageous targets for use in the inductive sensor system 12 compared to lower electrical conductivity materials (e.g., bronze, nickel, stainless steel, etc.). For example, in certain embodiments, materials such as Cu and Al exhibit a larger shift in inductance with movement of the target surface, resulting in higher measurement resolution.

[0075] In certain embodiments, when a force is applied to the vehicle interface, the target surface 32 approaches the inductive sensor 30, decreasing the distance between the inductive sensor 30 and the target surface 32. In certain embodiments, the material deflects slightly (e.g., micrometer resolution), thereby decreasing the distance between the inductive sensor 30 and the target surface 32. In certain embodiments, this change in distance changes the inductance of the sensor 30. For example, in certain embodiments, if the target surface is non-ferromagnetic (e.g., aluminum), the inductance decreases with decreasing distance to the target surface. In certain embodiments, if the target surface is ferromagnetic (e.g., iron), the inductance increases with decreasing distance to the target surface. In certain embodiments, this change in inductance is measured by the inductance-to-digital converter 34. When the force is removed from the target surface 32, the target surface 32 moves away from the inductive sensor 30. In certain embodiments, the material returns to its original unstressed shape.

[0076] In certain embodiments, the controller 14 is electrically connected to at least one inductive sensor 30 (e.g., via an inductance-to-digital converter 34). The controller 14 can determine a user input or gesture made by a user on the target surface 32 based on the changes measured by the inductance-to-digital converter 34.

[0077] In certain embodiments, the controller 14 is located within the PCB 70. In certain embodiments, the controller 14 is located within the inductive sensor system 12. In certain embodiments, the controller 14 is located within the steering wheel assembly 20. In certain embodiments, the controller 14 is located in the vehicle 40. In certain embodiments including multiple controllers 14, each controller 14 may be associated with one or more inductive sensors 30. In certain embodiments, the controller 14 is configured as a switch pack 52, 52A (FIG. 8). In certain embodiments, the controller 14 is configured as a PCB 70 (FIG. 15).

[0078] In certain embodiments, the controller 14 is configured to control the inductive sensor system 12 during a calibration process. In certain embodiments, the controller 14 is configured to control, e.g., govern operating parameters of, the inductive sensor system 12 during the calibration process as well as while the vehicle 40 is being driven by a user. In certain embodiments, the calibration process is performed in preparation for delivery of the vehicle 40 to a user. In certain embodiments, the calibration process for the inductive sensor system 12 is repeated one or more times after delivery of the vehicle 40 to a user.

[0079] In certain embodiments, during operation of the vehicle 40, the controller 14 receives an electrical signal from the inductance-to-digital converter 34. In certain embodiments, the controller 14 determines a user input based on the electrical signal received from the inductance-to-digital converter 34. In certain embodiments, during operation of the vehicle 40, when the airbag module 18 is pressed or touched by a user, the controller 14 receives a signal from one or more inductive sensors 30 (e.g., via the inductance-to-digital converter 34). In certain embodiments, the inductance-to-digital converter 34 applies a gain to the sensed signal. In certain embodiments, the signal is in response to a user contacting a button-less vehicle interface, for example with a finger.

[0080] In certain embodiments during operation of the vehicle 40, the controller 14 generates an output signal based on the electrical signal received from the inductance-to-digital converter 34. The output signal is embodied as a control signal to change the settings of one or more systems or functions of the vehicle 40. For example, the output signal may result in activation of a horn, a left or right turn signal of the vehicle 40, high or low beam headlights of the vehicle 40, windshield wipers of the vehicle 40, voice recognition, an air conditioning unit of the vehicle 40, a lighting system of the vehicle 40, a music system of the vehicle 40, and / or a driver assistance or autonomous driving mode.

[0081] The output signal may be sent directly to a control unit of the vehicle 40 or to an individual system of the vehicle 40. Additionally, the output signal may be sent to a display unit 48 (FIG. 4). The display unit 48 may be present on the steering wheel assembly 20 or anywhere in the cab of the vehicle 40 where a user is seated. In certain embodiments, the display unit 48 may include a tablet or smartphone. The display unit 48 may provide notifications to the user regarding changes in vehicle system settings or selections made by the user. The output signal may also be sent to other remote devices connected to the vehicle 40. For example, a tablet or smartphone may be connected to the vehicle 40 via a short-range communication technology, such as Bluetooth technology.

[0082] In certain embodiments, the controller 14 may be trained to use profiles or preferences that may be stored in the memory 16 as user profiles. The memory 16 may also store mappings of inputs to functions.

[0083] In certain embodiments, the gain of one or more sensors 30 may be adjusted to control the sensitivity of triggering the horn. In this manner, button sensitivity can be precisely adjusted by adjusting the gain. For example, the controller 14 may adjust one or more operating parameters (e.g., gain) of one or more inductive sensors 30 in certain embodiments.

[0084] The system 10 can be incorporated into a variety of vehicles 40, such as a car, truck, sport utility vehicle, or van. In various embodiments, the vehicle 40 is an electric vehicle, a hybrid vehicle, or a vehicle powered by an internal combustion engine. For example, FIG. 3 is an exemplary diagram of a passenger vehicle including the system 10 of FIG. 1. FIG. 4 is an interior view of the vehicle 40 of FIG. 3, showing the steering wheel assembly 20 in the form of a yoke.

[0085] In certain embodiments, each of the one or more target surfaces 32 is physically closest to one of the inductive sensors 30. In certain embodiments including multiple inductive sensors 30, each target surface 32 may be physically closest to its associated inductive sensor 30. In this manner, a target surface 32 is more likely to be sensed by an associated inductive sensor 30 compared to an inductive sensor 30 that is farther away from the target surface 32.

[0086] In certain embodiments, the controller 14 utilizes the sensed signal to improve the sensitivity of the inductive sensor system 12. In certain embodiments, the controller 14 calibrates the inductive sensor system 12. For example, in certain embodiments, the controller 14 determines a gain to be subsequently utilized by the inductive sensor system 12.

[0087] In certain embodiments, the controller 14 compares the electrical signals to data in one or more lookup tables and / or one or more predetermined parameters at least in part to calibrate the inductive sensor system 12. For example, in certain embodiments, the controller 14 may utilize logic controls in the form of lookup tables to map information from the inductive sensor system 12 to operational parameters (e.g., gain) of the inductive sensors 30. In some embodiments, the lookup tables may map individual inductive sensor 30 values ​​to determine operational parameters in the inductive sensor system 12. The inductive sensor 30 values ​​may be specified as absolute values, ranges of values, binary indications (e.g., on or off), or non-numeric categories (e.g., high, medium, or low) that are mapped to the lookup tables. Additionally, the lookup tables may incorporate weighting values ​​such that inductive sensor 30 values ​​may have a greater influence or may be otherwise ordered in a manner that causes the influence of certain input information to affect the determined operational parameters of the inductive sensor system 12.

[0088] In certain embodiments, the lookup tables utilized by the controller 14 may be specifically configured for an individual vehicle 40. Alternatively, the lookup tables may be common to a set of vehicles 40, by vehicle type, geographic location, type of user, etc. The lookup tables may be statically configured by the controller 14 that may be updated periodically. In other embodiments, the lookup tables may be more dynamic, whereby the frequency of updates may be facilitated via communication capabilities associated with the vehicles 40.

[0089] In certain embodiments, the lookup table may be configured with a programmatic implementation. Such a programmatic implementation may be in the form of mapping logic, a sequence of decision trees, or similar logic. In other embodiments, the controller 14 may incorporate machine learning implementations that may require more sophisticated operation of the inductive sensor system 12.

[0090] In certain embodiments, the controller 14 provides signals in the form of an operational profile corresponding to the determined operational parameters of the inductive sensor system 12. In certain embodiments, the operational profile is customized for a particular inductive sensor system 12 and steering wheel assembly 20.

[0091] Although the inductance-to-digital converter 34 and the controller 14 are shown as separate components within the system 10, in certain embodiments the inductance-to-digital converter 34 / controller 14 are integrated into other components or integrated into each other. For example, as shown in FIG. 10, the inductance-to-digital converter 34 is integrated into the PCB of the right switchpack 52A.

[0092] The inductance-to-digital converter 34 / controller 14 may embody a single microprocessor or multiple microprocessors. Many commercially available microprocessors can be configured to perform the functions of the inductance-to-digital converter 34 / controller 14. The inductance-to-digital converter 34 / controller 14 may include all components necessary to execute an application, such as, for example, memory 16, secondary storage, and a processor, such as a central processing unit. Various other known circuits may be associated with the controller 14, including power supply circuitry, signal conditioning circuitry, communication circuitry, and other suitable circuitry.

[0093] Figure 5 is a top view of the steering wheel assembly 20 of Figure 4 with both the airbag module 18 and the inductive sensor system 12 removed. The steering wheel assembly 20 allows a user to steer the vehicle 40. The steering wheel assembly 20 includes a steering rim 50, which in the illustrated embodiment is generally rectangular in shape. Of course, the steering rim 50 could have any other shape, including a circular shape.

[0094] One or more switch packs 52 are connected to the steering rim 50. For example, in certain embodiments, the steering wheel assembly 20 includes a right switch pack and a left switch pack. In the illustrated embodiment, the steering wheel assembly 20 includes a center portion 54. In the illustrated embodiment, the steering wheel assembly 20 includes a first portion 56 extending horizontally from the left side of the center portion 54 and a second portion 58 extending horizontally from the right side of the center portion 54. Additionally, a third portion 60 extends vertically from an underside of the center portion 54.

[0095] In certain embodiments, the center portion 54 is used to house the inductive sensor system 12 and the airbag module 18 (FIGS. 7 and 9). In certain embodiments, the inductive sensor system 12 is located below the airbag module 18 in the center portion 54. The airbag module 18 and the inductive sensor system 12 are removed from the center portion 54 in FIG. 5 for clarity. In certain embodiments, the steering wheel assembly 20 includes one or more scroll wheels 62 or other mechanical switches for changing or updating vehicle functions.

[0096] 6 is a top view of the steering wheel assembly 20 of FIG. 5 with a printed circuit board (PCB) 70 supporting one or more inductive sensors 30 of FIG. 2 installed on the steering wheel assembly 20. In the illustrated embodiment, there are four inductive sensors 30. Of course, the disclosure is not limited to the illustrated number of inductive sensors 30 and may include more or fewer inductive sensors 30 (e.g., one sensor 30, two sensors 30, three sensors 30, five sensors 30, six sensors 30, etc.). The location of the one or more inductive sensors 30 in FIG. 6 is merely exemplary and may instead be in any other location within the central portion 54 proximate to the airbag module 18 to sense slight movements of the airbag module 18.

[0097] In certain embodiments, the steering wheel assembly 20 includes one or more buffers 72. In certain embodiments, the one or more buffers 72 are connected to the PCB 70. In certain embodiments, the airbag module 18 contacts a top surface of the one or more buffers 72 when the airbag module 18 is installed in the center portion 54. In certain embodiments, the one or more buffers 72 are made of rubber or other materials. In the illustrated embodiment, there are four buffers 72. Of course, the present disclosure is not limited to the illustrated number of buffers 72 and may include more or fewer buffers 72 (e.g., one buffer 72, two buffers 72, three buffers 72, five buffers 72, six buffers 72, etc.).

[0098] In certain embodiments, the steering wheel assembly 20 includes one or more fasteners 76. In certain embodiments, a shank of the one or more fasteners 76 passes through the PCB 70 and screws into the steering wheel assembly 20. In certain embodiments, the one or more fasteners 76 are made of metal or other materials. In the illustrated embodiment, there are four fasteners 76. Of course, the present disclosure is not limited to the illustrated number of fasteners 76 and may include more or fewer fasteners 76 (e.g., one fastener 76, two fasteners 76, three fasteners 76, five fasteners 76, six fasteners 76, etc.).

[0099] FIG. 7 is a perspective view of the airbag module 18 showing one or more target surfaces 32 covered with Cu tape positioned to align with one or more inductive sensors 30 when assembled into the steering wheel assembly 20 of FIG. 6. In certain embodiments, the one or more target surfaces 32 are not covered with metal tape. The addition of Cu tape can increase the sensitivity of the inductive sensor system 12, but Cu tape is not required. Furthermore, in certain embodiments, any metal surface of the airbag module 18 can act as a target surface 32. For example, the surface of a screw or nut can be the target surface 32.

[0100] In certain embodiments, the steering wheel assembly 20 includes one or more holes 74 ( FIG. 6 ) for one or more locking pins 80 ( FIG. 7 ). In certain embodiments, a distal portion of the one or more locking pins 80 passes through one or more holes 74 in the PCB 70 and is secured to the steering wheel assembly 20. In certain embodiments, the one or more locking pins 80 are made of metal or other material. In the illustrated embodiment, there are two locking pins 80 and two corresponding holes 74. Of course, the present disclosure is not limited to the illustrated number of locking pins 80 or holes 74 and may include more or fewer locking pins 80 and holes 74.

[0101] FIG. 8 is a rear perspective view of the right switch pack 52A in an open position showing the inductance-to-digital converter 34 of FIG. 2 disposed within the receptacle 82. In certain embodiments, the inductance-to-digital converter 34 is connected to a printed circuit board (PCB) of the right switch pack 52A by a ribbon cable. In certain embodiments, the controller 14 ( FIG. 2 ) is configured as the switch pack 52A. In certain embodiments, the inductance-to-digital converter 34 may be disposed in the second portion 58 and / or the third portion 60 of the steering wheel assembly 20. In certain embodiments, the controller 14 is disposed in the third portion 60. In certain embodiments, the controller 14 may embody a printed circuit board (PCB).

[0102] Figure 9 shows top and bottom views of two PCBs 70 similar to PCB 70 of Figure 6. As shown in Figure 9, in certain embodiments, PCBs 70 are electrically connected to inductance-to-digital converter 34. Figure 10 shows another embodiment of inductive sensor system 12 in which inductance-to-digital converter 34 is integrated into the PCB of right switch pack 52A.

[0103] FIG 11 is a cross-sectional view of the steering wheel assembly 20 of FIG 4 showing the inductive sensor 30 in close proximity to the target surface 32. FIG 11 also shows a small gap X around the circumference of the airbag module 18. Because the inductive sensor system 12 does not require a mechanical switch travel distance, it is not necessary to maintain a large gap around the circumference of the airbag module 18. This improves the aesthetic appearance of the steering wheel assembly 20. Additionally, without the need for mechanical travel, undesirable creaks and noises from springs and contacts are also avoided.

[0104] FIG. 12 is an exemplary chart of sensor data 90, 100 measured by the inductive sensor system 12 of FIG. 2 in response to a user pushing or pulling near the top and bottom ends of the airbag module 18. Unlike a conventional horn configuration, the horn can be activated by pushing or pulling the airbag module 18, as shown in FIG. 12. In certain embodiments, the gap and sensitivity of the inductive sensor system 12 are adjustable by software. For example, in certain embodiments, the force required to activate or trigger the horn can be updateable after delivery of the vehicle 40. For example, in certain embodiments, the force required to activate or trigger the horn can be adjusted to allow dynamic sensitivity based on driving conditions / harshness, or even user preferences. In this manner, the dynamic spring and mechanical contacts of existing horn actuation mechanisms are replaced with a static coil 30 and target surface 32, potentially reducing cost and environmental mitigation.

[0105] FIG. 13 is a top view of one embodiment of the steering wheel assembly 20 of FIG. 5 with the airbag module 18 removed. In the embodiment shown in FIG. 13, the controller 14 and / or the inductance-to-digital converter 34 are integrated into a printer circuit board (PCB) 70. For example, in certain embodiments, the controller 14 is integrated into the printer circuit board (PCB) 70. For example, in certain embodiments, the inductance-to-digital converter 34 is integrated into the printer circuit board (PCB) 70. In certain embodiments, the controller 14 and the inductance-to-digital converter 34 are integrated into the printer circuit board (PCB) 70. In certain embodiments, the PCB 70 is a flexible PCB, a rigid PCB, or a rigid-flex PCB. In the embodiment shown in FIG. 13, the PCB 70 is a rigid PCB.

[0106] In certain embodiments, the steering wheel assembly 20 includes one or more buffers 72. In certain embodiments, the one or more buffers 72 are connected to the PCB 70. In certain embodiments, the airbag module 18 contacts a top surface of the one or more buffers 72 when the airbag module 18 is installed in the center portion 54. In certain embodiments, the one or more buffers 72 are made of rubber or other materials. In the illustrated embodiment, there are four buffers 72. Of course, the present disclosure is not limited to the illustrated number of buffers 72 and may include more or fewer buffers 72 (e.g., one buffer 72, two buffers 72, three buffers 72, five buffers 72, six buffers 72, etc.).

[0107] In the illustrated embodiment, there are four inductive sensors 30 integrated into the PCB 70 and positioned beneath and around the one or more buffers 72. Exemplary inductive sensors 30 integrated into the PCB 70 are shown in FIG. 16. Of course, the disclosure is not limited to the illustrated number of inductive sensors 30 and may include more or fewer inductive sensors 30 (e.g., one sensor 30, two sensors 30, three sensors 30, five sensors 30, six sensors 30, etc.). The location of the one or more inductive sensors 30 in FIG. 13 beneath the one or more buffers 72 is exemplary only and may instead be in any other location within the central portion 54 proximate the airbag module 18 to sense slight movements of the airbag module 18.

[0108] In certain embodiments, the controller 14 is electrically connected to at least one inductive sensor 30 (e.g., via an inductance-to-digital converter 34). The controller 14 can determine a user input or gesture made by a user on the target surface 32 based on the changes measured by the inductance-to-digital converter 34.

[0109] In certain embodiments, the controller 14 is located within the inductive sensor system 12. In certain embodiments, the controller 14 and / or the inductance-to-digital converter 34 are located in the steering wheel assembly 20. In certain embodiments, the controller 14 is located in the vehicle 40. In certain embodiments including multiple controllers 14, each controller 14 may be associated with one or more inductive sensors 30.

[0110] In certain embodiments, the controller 14 is configured to control the inductive sensor system 12 during a calibration process. In certain embodiments, the controller 14 is configured to control, e.g., govern operating parameters of, the inductive sensor system 12 during the calibration process as well as while the vehicle 40 is being driven by a user. In certain embodiments, the calibration process is performed in preparation for delivery of the vehicle 40 to a user. In certain embodiments, the calibration process for the inductive sensor system 12 is repeated one or more times after delivery of the vehicle 40 to a user.

[0111] FIG. 14 is a perspective view of an embodiment of an airbag module 18 showing one or more target surfaces 32 covered by Cu tape 33 positioned to be aligned with one or more inductive sensors 30 when assembled into the steering wheel assembly 20 of FIG. 13 according to an embodiment of the present disclosure. In certain embodiments, the one or more target surfaces 32 are not covered by metal tape. The addition of Cu tape 33 can increase the sensitivity of the inductive sensor system 12, but Cu tape 33 is not required. Furthermore, in certain embodiments, any metal surface of the airbag module 18 can act as a target surface 32. For example, the surface of a screw or nut can be the target surface 32.

[0112] FIG. 15 shows a perspective view of a PCB 70 integrating the inductance-to-digital converter 34 and / or the controller 14 of FIG. 2. FIG. 16 shows a partial cross-sectional view taken along line 16-16 of FIG. 15 illustrating one or more inductive sensors 30 incorporated into the PCB 70 and positioned below and around one or more buffers 72. Locating the inductive sensors 30 below the buffers 72 may provide the added benefit of reducing the effect on the sensed signal caused by rocking of the airbag module 18 that may occur if the inductive sensors 30 were instead offset laterally from the buffers 72. In this case, the inductive sensors 30 directly sense the compression that occurs below the "spring" (e.g., the buffers 72) due to the movement of the airbag module 18. Locating the inductive sensors 30 below the buffers 72 may provide packaging advantages as well. The illustrated PCB 70 includes four buffers 72 and four inductive sensors 30 positioned below and around the four buffers 72. Of course, the present disclosure is not limited to the number of buffers 72 illustrated and may include more or fewer buffers 72 (e.g., one buffer 72, two buffers 72, three buffers 72, five buffers 72, six buffers 72, etc.).

[0113] FIG. 17 is an exemplary chart of sensor data 110 measured by an embodiment of an inductive sensor system including the PCB 70 of FIG. 15 in response to a user pushing or pulling the airbag module 18. Unlike a traditional horn configuration, the horn can be activated by pushing or pulling the airbag module 18, as shown in FIG. 17. In certain embodiments, the gain and sensitivity of the inductive sensor system 12 are adjustable by software. For example, in certain embodiments, the force required to activate or trigger the horn can be updated after delivery of the vehicle 40. For example, in certain embodiments, the force required to activate or trigger the horn can be adjusted to allow dynamic sensitivity based on driving conditions / harshness, or even user preferences. In this manner, the dynamic spring and mechanical contacts of existing horn actuation mechanisms are replaced with a static coil 30 and target surface 32, potentially reducing cost and environmental mitigation.

[0114] In certain embodiments, the inductive sensor system 12 senses different applied forces (e.g., pressure acting on and / or position on the airbag module 18) and, in response, triggers a particular horn sound and / or broadcast direction associated with the applied force. For example, in certain embodiments, the horn volume may be proportional to the applied force and / or may be emitted in a particular direction away from the vehicle 40. In certain embodiments, a user may decrease the horn volume by applying less force to the airbag module 18.

[0115] Preferably, the calibration process can be performed at any time during the manufacturing process and can be re-commanded at any time during the life of the steering wheel assembly 20 without the use of external measurement equipment. For example, the calibration process can be applied automatically during the manufacturing process, so that there is no need for manual calibration. For example, the calibration process can be applied during initial fitting to a customer or at a logistics center. The calibration process can also be applied remotely or during maintenance if a user experiences a degradation in quality (e.g., sensitivity). This degradation can occur, for example, if any of the mechanical contributions in the force / displacement stack of components change over time (e.g., one or more buffers 72 degrade over time, becoming stiffer or softer).

[0116] In certain embodiments, software data related to the calibration process may be updated from time to time. In certain embodiments, over-the-air (OTA) updates are used to add, subtract, modify, or initiate the calibration process. For example, an OTA update can initiate the calibration process after the vehicle 40 is delivered to a user. Depending on the results of the calibration process, the controller 14 may modify one or more characteristics (e.g., gain) of the inductive sensor system 12. The OTA updates open the possibility to adjust the horn sensitivity, including based on real-time user data after the vehicle 40 is delivered or based on driver feedback.

[0117] In certain embodiments, system 10 may output an indication of its level of calibration. For example, in certain embodiments, inductive sensor system 12 may be calibrated to a particular level of sensitivity (e.g., low sensitivity or high sensitivity) with an indication that level of sensitivity is available to be output by system 10. If a user identifies an issue / problem with the level of sensitivity experienced, system 10 may perform a validation process to determine that the current level is the user's desired level.

[0118] The foregoing disclosure is not intended to limit the present disclosure to the exact form or specific field of use disclosed. Thus, various alternative embodiments and / or modifications to the present disclosure, whether expressly described or implied herein, are contemplated in light of the present disclosure. Although embodiments of the present disclosure have been described in this manner, those skilled in the art will recognize that changes in form and detail can be made without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the scope of the claims.

[0119] In the above specification, the disclosure has been described with reference to specific embodiments. However, as will be appreciated by those skilled in the art, the various embodiments disclosed herein can be modified or embodied in various other ways without departing from the spirit and scope of the disclosure. Thus, this description should be considered as illustrative and is intended to teach those skilled in the art how to make and use the various embodiments of the disclosed horn actuation assembly. It should be understood that the forms of the disclosure shown and described herein should be construed as representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those typically shown and described herein. Furthermore, certain features of the disclosure may be utilized independently of the use of other features, as will be apparent to those skilled in the art after having the benefit of this description of the disclosure. The terms "including," "comprising," "incorporating," "consisting of," "have," "is," and the like, used to describe and claim the disclosure, are intended to be construed in a non-exclusive manner, i.e., to allow for the presence of items, components, or elements not expressly described. Also, references to the singular are to be construed as relating to the plural as well.

[0120] Furthermore, the various embodiments disclosed herein should be construed in an exemplary and explanatory sense, and should not be construed as limiting the present disclosure in any way. All joint references (e.g., attached, fastened, coupled, connected, etc.) are used only to aid the reader in understanding the present disclosure, and do not create any limitations with respect to the position, orientation, or use of the systems and / or methods disclosed herein in particular. Thus, any reference to a joint should be interpreted broadly. Moreover, such a reference to a joint does not necessarily mean that two elements are directly connected to each other. Moreover, all numerical terms such as, but not limited to, "first", "second", "third", "primary", "secondary", "main", or any other conventional and / or numerical terms should be interpreted only as identifiers to aid the reader in understanding the various elements, embodiments, variations and / or modifications of the present disclosure, and in particular may not create any limitations with respect to the order or preference of any element, embodiment, variation and / or modification relative to or over other elements, embodiments, variations and / or modifications.

[0121] It will also be appreciated that one or more of the elements depicted in the drawings / figures may be implemented in a more separated or integrated manner as may be useful according to a particular application, or may even be removed or rendered inoperative in certain cases.

Claims

1. 1. A system for triggering a function of a vehicle, comprising: An inductive sensor; A vehicle interface; a conductive target coupled to the vehicle interface and configured to move with the vehicle interface relative to the inductive sensor between a first position and a second position, the first position having a first inductance and the second position having a second inductance different from the first inductance; A controller, receiving a signal from the inductive sensor indicative of a change between the first inductance and the second inductance; a controller configured to trigger the function of the vehicle; A system comprising:

2. The system of claim 1 , wherein the function is to activate a horn.

3. The system of claim 1 , wherein the vehicle interface is an airbag module.

4. The system of claim 3 , wherein the conductive target is disposed on an underside of the airbag module.

5. The system of claim 1 , further comprising a printed circuit board (PCB), the inductive sensor being disposed on the PCB.

6. The system of claim 1 , wherein the conductive target is a metal.

7. The system of claim 1 , wherein the conductive target is a Cu tape.

8. The system of claim 1 , wherein triggering the function comprises emitting a loud or soft sound.

9. The system of claim 1 , wherein the functions include emitting or not emitting a sound.

10. 6. The system of claim 1 , wherein the signal indicates at least one indication of a force applied to the vehicle interface, and wherein triggering the function includes emitting a sound, a volume level of the emitted sound being based at least in part on the indication of the force.

11. The system of claim 10 , further comprising at least a second inductive sensor, and wherein the indication of the force applied to the vehicle interface is based at least on a weighting of relative inputs from the inductive sensor and the second inductive sensor.

12. 6. The system of claim 1, wherein the signal indicates at least a position of a force applied to the vehicle interface, and wherein triggering the function includes emitting a sound, the direction of the emitted sound being based at least in part on the position of the force.

13. 13. The system of claim 12, further comprising at least a second inductive sensor, and wherein the position of the force applied to the vehicle interface is based at least on a weighting of relative inputs from the inductive sensor and the second inductive sensor.

14. The system of claim 1 , further comprising a memory configured to store values ​​or settings associated with the functionality.

15. The system of claim 1 , further comprising an inductance-to-digital converter configured to convert the signal into a digital signal.

16. The system of claim 1 , further comprising a buffer disposed between the inductive sensor and the conductive target.

17. The system of claim 1 , wherein the first location differs from the second location by 1 micrometer.

18. The system of claim 1 , further comprising an air gap disposed between the inductive sensor and the conductive target.

19. The system of claim 1 , wherein the vehicle interface comprises a locking pin configured to secure the vehicle interface to the vehicle.

20. 6. The system of claim 1, further comprising a steering wheel assembly having a central portion, the vehicle interface being sized and configured such that at least a portion of the vehicle interface fits within the central portion.

21. The system of claim 1 , wherein the conductive target is a surface of the vehicle interface.

22. at least one target surface disposed on the airbag module; at least one inductive sensor adapted to generate a signal in response to a change in measured inductance caused by a change in distance between the at least one inductive sensor and the at least one target surface; A steering wheel assembly for a vehicle.

23. The system of claim 22, further comprising an inductance-to-digital converter configured to convert the signal to a digital signal.

24. 24. The system of claim 22 or 23, further comprising a buffer disposed between the at least one inductive sensor and the at least one target surface.

25. 24. The system of claim 22 or 23, further comprising a printed circuit board, the at least one inductive sensor being embedded in the printed circuit board.

26. 1. A method for triggering a function of a vehicle, the vehicle comprising at least one target surface and at least one inductive sensor positioned relative to the at least one target surface to sense movement of the target surface, the method comprising: moving the at least one target surface to vary a distance between the at least one target surface and the at least one inductive sensor; generating a signal in response to a change in measured inductance caused by the change in distance; triggering the function of the vehicle based on the signal; The method includes:

27. 27. The method of claim 26, wherein the function is to activate a horn.

28. 27. The method of claim 26, wherein the at least one target surface is disposed on an airbag module.

29. 30. The method of claim 28, wherein the at least one target surface is located on an underside of the airbag module.

30. 27. The method of claim 26, wherein the at least one target surface is metallic.

31. The method of claim 26 , wherein the at least one inductive sensor is disposed on a printed circuit board.

32. 32. The method of claim 31 , wherein the printed circuit board comprises a buffer, the buffer contacting the at least one target surface before and after the at least one target surface is moved.

33. 33. The method of claim 32, wherein moving the at least one target surface causes the buffer to compress slightly.

34. 27. The method of claim 26, further comprising converting the signal to a digital signal.

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