阅读说明：本技术 用于感测主缸制动助力辅助系统中踏板杆到活塞杆的间隙的系统和方法 (System and method for sensing pedal rod to piston rod clearance in master cylinder brake assist system ) 是由 柯特·M·罗伯茨 苏阿特·阿里·奥兹索鲁 于 2018-06-25 设计创作，主要内容包括：一种与机动车辆制动系统的主缸一起使用的制动助力辅助系统包括感应式感测系统。该感应式感测系统具有承载在输入构件和输出构件上的感测装置,其中输入构件和输出构件联接到制动助力辅助系统的输入杆和输出杆中的相应者。输入构件和输出构件相对于彼此并且相对于定位在制动助力辅助系统内的感应式感测系统的固定元件的运动使得能够精确地估计将输入杆的面和输出杆的面分开的踏板间隙的距离。踏板间隙距离的精确估计使得能够更精确地确定在制动动作期间由车辆的操作者输入的任何给定踏板行程所需的制动力。(A brake assist system for use with a master cylinder of a motor vehicle braking system includes an inductive sensing system. The inductive sensing system has sensing devices carried on an input member and an output member, wherein the input member and the output member are coupled to respective ones of an input rod and an output rod of the brake assist system. Movement of the input member and the output member relative to each other and relative to a fixed element of an inductive sensing system positioned within the brake assist system enables accurate estimation of the distance of the pedal gap separating the face of the input rod and the face of the output rod. An accurate estimate of the pedal clearance distance enables a more accurate determination of the braking force required for any given pedal stroke input by the operator of the vehicle during a braking action.)

1. A brake assist system for use with a master cylinder of a motor vehicle braking system, the brake assist system comprising:

an inductive sensing system, the inductive sensing system comprising:

a stationary sensing component fixedly disposed within the brake assist system;

an axially movable input member operatively associated with an input rod, which in turn is associated with a brake pedal of the vehicle, the input member being movable in response to movement of the input rod and further movable about the stationary sensing component, the axially movable input member including a first sensing device;

an output member substantially axially aligned with and adapted to be axially moved by the input member, the output member being operatively associated with an output rod of the brake assist system and including a second sensing arrangement;

the first and second sensing devices are arranged to simulate an axial pedal gap separating a face of the input rod and a face of the output rod; and is

Wherein the inductive sensing system is responsive to movement of at least one of the input member and the output member relative to the other to provide an output signal indicative of a distance indicative of the axial pedal clearance during brake pedal travel.

2. The system of claim 1, wherein the first sensing device comprises an input member coil carried by the input member.

3. The system of claim 2, wherein the second sensing device comprises an output member coil carried by the output member.

4. The system of claim 1, wherein the stationary sensing component comprises a first coil and a second coil fixedly mounted within the brake assist system, the first coil defining the second coil.

5. The system of claim 4, wherein the first coil and the second coil are mounted on an interior wall portion of a housing of the brake assist system.

6. The system of claim 1, wherein the first and second sensing devices are further disposed on the input member and the output member, respectively, to overlap during a portion of axial movement of one of the input member and the output member relative to the other.

7. The system of claim 6, wherein the first sensing device comprises an input member coil and the second sensing device comprises an output member coil, and further wherein the stationary sensing component comprises a first stationary mounted coil and a second stationary mounted coil fixedly mounted within the brake assist system, the first stationary mounted coil defining the second stationary mounted coil; and is

Wherein a degree of overlap of the input member coil and the output member coil controls a degree of magnetic flux coupling between the first fixedly mounted coil and the second fixedly mounted coil to provide the output signal indicative of the distance indicative of the axial pedal gap.

8. The system of claim 1, wherein one of the first and second sensing devices comprises a metallic member secured to one of the input member or the output member, and wherein the stationary sensing component comprises a coil fixedly secured to an inner wall of a housing of the brake assist system.

9. The system of claim 8, wherein the other of the first and second sensing devices comprises a pair of metallic elements fixed to the other of the input member and the output member, and wherein the pair of metallic elements define a fixed gap therebetween, and wherein the metallic member is longitudinally aligned with the pair of metallic elements such that the gap between the pair of metallic elements is at least partially covered when the input member is moved relative to the output member.

10. The system of claim 9, further comprising an inductance-capacitance (LC) circuit for applying an alternating current signal to the coil.

11. The system of claim 10, wherein a change in position of the metallic member relative to the pair of metallic elements causes a change in frequency of the output signal from the LC circuit, the change in frequency being indicative of a change in distance representative of the axial pedal gap.

12. The system of claim 11, wherein the metal member overlaps the gap to a greater or lesser extent during movement of the input member relative to the output member, which affects the frequency of the output signal from the LC circuit.

13. The system of claim 8, wherein the metal member comprises a rectangular shaped metal member.

14. A brake assist system for use with a master cylinder of a motor vehicle braking system, the brake assist system comprising:

an inductive sensing system for detecting an axial pedal gap between a face of an input rod and a face of an output rod of the brake assist system, the inductive sensing system comprising:

an AC input signal source for generating an AC input signal;

a first fixedly mounted coil disposed within the brake assist system;

a second fixedly mounted coil disposed within the brake assist system and bounded by the first fixedly mounted coil, one of the first and second fixedly mounted coils receiving the AC input signal;

an axially movable input member operatively associated with the input rod, which in turn is associated with a brake pedal of the vehicle, and wherein the input member is movable in response to movement of the input rod and is further movable adjacent the first and second fixedly mounted coils, the axially movable input member comprising an input member coil;

an output member substantially axially aligned with the input member and adapted to be axially moved by the input member, the output member being operatively associated with the output rod of the brake assist system and including an input member coil;

the input member coil and the output member coil are further arranged to at least partially overlap each other during movement of the input rod and the output rod;

the degree of overlap of the input member coil and the output member coil affects the inductive coupling between the first fixedly mounted coil and the second fixedly mounted coil during movement of at least one of the input rod and the output rod; and is

One of the first and second fixedly mounted coils that does not receive the AC input signal provides an output signal indicative of the axial pedal lash during brake pedal travel.

15. The system of claim 14, wherein the first and second fixedly mounted coils are mounted to an inner wall of a housing of the brake assist system.

16. A brake assist system for use with a master cylinder of a motor vehicle braking system, the brake assist system comprising:

an inductive sensing system for detecting an axial pedal gap between a face of an input rod and a face of an output rod of the brake assist system, the inductive sensing system comprising:

an LC oscillator circuit;

a coil fixedly disposed within the brake assist system, the coil receiving an AC signal from the LC oscillator circuit;

an axially movable input member operatively associated with the input rod, which in turn is associated with a brake pedal of the vehicle, and wherein the input member is movable in response to movement of the input rod and is further movable in proximity to the coil;

an output member substantially axially aligned with the input member and adapted to be axially moved by the input member, the output member being operatively associated with an output rod of the brake assist system;

one of the input member and the output member comprises a metallic sensing member and the other comprises spaced apart fixed metallic sensing elements;

the metal sensing member and the metal sensing element are further arranged to simulate the axial pedal gap separating a face of the input rod and a face of the output rod; and is

The inductive sensing system is responsive to movement of at least one of the input member and the output member relative to the other, the movement changing a degree of overlap of the metallic sensing member relative to the metallic sensing element, the change in the degree of overlap resulting in a change in a frequency of an output signal from the LC oscillator circuit, the output signal being indicative of a distance indicative of the axial pedal lash during brake pedal travel.

17. The system of claim 16, wherein the metal sensing element comprises a pair of spaced apart fixed metal elements arranged along a longitudinal axis of motion of the metal sensing member, the spaced apart fixed metal sensing elements defining a gap therebetween.

18. The system of claim 17, wherein the metal sensing member is arranged to at least partially overlap a gap between the pair of spaced apart fixed metal sensing elements during movement of one of the input member or the output member.

19. A method for sensing pedal lash within a brake assist system associated with a master cylinder of a braking system of a motor vehicle, the method comprising:

arranging a fixedly mounted sensing component within the brake assist system;

coupling an axially moveable input member to an input rod of the brake assist system, the input rod in turn being associated with a brake pedal of the vehicle, and wherein the input member is moveable in response to movement of the input rod and is further moveable in proximity to the fixedly mounted sensing component, the axially moveable input member comprising a first sensing device;

coupling an output member to an output rod of the brake assist system, the output member further being substantially axially aligned with and axially movable by the input member and carrying a second sensing device;

forming an inductive circuit having the first and second sensing devices and the fixedly mounted sensing component; and

generating, with the sensing circuit, a signal indicative of a distance representing an axial pedal clearance separating a face of the input member and a face of the output member during brake pedal travel in response to movement of at least one of the first sensing device, the second sensing device, and the fixedly mounted sensing component.

20. The method of claim 19, wherein disposing the fixedly mounted sensing component comprises fixedly disposing a coil within a housing of the brake assist system.

Technical Field

The present disclosure relates to braking systems for motor vehicles such as automobiles and trucks, and more particularly to systems and methods for more accurately sensing the clearance between a pedal rod and a piston rod in a master cylinder of a braking system.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

Current braking systems for motor vehicles typically utilize a pedal travel sensor that detects the length of travel of the brake pedal as the operator depresses the brake pedal during a braking action. This detected length of movement of the brake pedal is used to determine the degree of braking action (i.e., braking force) that needs to be applied to the brake caliper of the vehicle.

Fig. 1a to 1c show a conventional master cylinder in which an input rod 1 is axially moved by movement of a brake pedal 2. When the operator depresses the brake pedal 2, the input rod 1 acts on a reaction disc 3, which in turn acts on an output rod 4. The output rod 4 engages a first piston 5 within the master cylinder, which normally controls the braking action of the primary braking circuit (e.g., passenger side front brake and driver side rear brake) of the vehicle, and a second piston 6, which normally controls the secondary braking circuit (e.g., driver side front brake and passenger side rear brake) of the vehicle. As best seen in fig. 1a, there is typically a gap 7 between the face of the reaction disc and the face of the output rod. The gap may also be defined by the distance of the arrow 8 in fig. 1 c. For this example, the reaction disc 3 may be considered to be part of the input rod 1, and thus the face of the reaction disc may be considered to be the face of the input rod.

This gap 7 affects the accuracy of the braking force determination when the determination is made only by observing the distance traveled by the pedal 2 during a braking action. Determining the gap 7 will enable an even more accurate determination of the pedal travel and thus the braking force required for a given braking action. The improved accuracy of the clearance sensing may also result in improved pedal "feel" for the operator applying the brakes. However, determining the clearance 7 is not straightforward, as the clearance may vary within different brake assist systems, and may further vary over time due to wear of various internal parts of the brake assist system. Furthermore, the distance of the gap 7 needs to be accurately detected in real time to maximize the accuracy of determining the stroke length of the brake pedal 2. Also, the mechanism for sensing the gap 7 needs to be operable and integrated into the master cylinder without requiring significant modifications to the design and construction of the master cylinder and without significantly increasing its cost, size or weight.

Disclosure of Invention

The present disclosure relates to a brake assist system for use with a master cylinder of a motor vehicle braking system. The brake assist system may include an inductive sensing system. The inductive sensing system may include: a stationary sensing member fixedly disposed within the brake assist system; an axially movable input member operatively associated with an input rod, which in turn is associated with a brake pedal of the vehicle, and wherein the input member is movable in response to movement of the input rod and is further movable proximate the stationary sensing component. The axially moveable input member may comprise a first sensing arrangement. An output member may be included that is substantially axially aligned with the input member and adapted to be axially moved by the input member. The output member is operatively associated with an output lever of the brake assist system and includes a second sensing arrangement. The first and second sensing devices are arranged to simulate an axial pedal gap separating a face of the input rod and a face of the output rod. An inductive sensing system is responsive to movement of at least one of the input member and the output member relative to the other to provide an output signal indicative of a distance indicative of axial pedal clearance during brake pedal travel.

In another aspect, the present disclosure is directed to a brake assist system for use with a master cylinder of a motor vehicle braking system. The brake assist system may include an inductive sensing system for detecting a pedal clearance between a face of an input rod and a face of an output rod of the brake assist system. The inductive sensing system may include an AC input signal, a first fixedly mounted coil disposed within the brake assist system, and a second fixedly mounted coil disposed within the brake assist system and bounded by the first fixedly mounted coil, one of the first fixedly mounted coil and the second fixedly mounted coil receiving the input signal. An axially moveable input member may be included that is operatively associated with an input rod, which in turn is associated with a brake pedal of the vehicle. The input member is movable in response to movement of the input rod and is further movable about the first fixedly mounted coil and the second fixedly mounted coil. The axially moveable input member may comprise an input member coil. An output member is included that is substantially axially aligned with the input member and is adapted to be axially moved by the input member. The output member is operatively associated with an output lever of the brake assist system and includes an input member coil. The input member coil and the output member coil are further arranged to at least partially overlap each other during movement of the input rod and the output rod. The degree of overlap of the input member coil and the output member coil affects the inductive coupling between the first fixedly mounted coil and the second fixedly mounted coil during movement of at least one of the input rod and the output rod. One of the first fixedly mounted coil and the second fixedly mounted coil that does not receive an input signal provides an output signal indicative of axial pedal lash during brake pedal travel.

In yet another aspect, the present disclosure is directed to a method for sensing pedal lash within a brake assist system associated with a master cylinder of a braking system of a motor vehicle. The method may include disposing a fixedly mounted sensing component within a brake assist system, and coupling an axially moveable input member to an input rod of the brake assist system. The input rod may in turn be associated with a brake pedal of a vehicle, and wherein the input member is movable in response to movement of the input rod and is further movable in proximity to the fixedly mounted sensing component, and wherein the axially movable input member may comprise a first sensing device. The method may further include coupling an output member to an output rod of the brake assist system, the output member further being substantially axially aligned with and axially movable by the input member and carrying a second sensing device. The method may further include forming an inductive circuit having a first sensing device and a second sensing device and a fixedly mounted sensing component. The method may further include generating, with the sensing circuit, a signal indicative of a distance indicative of an axial pedal gap separating a face of the input member and a face of the output member during brake pedal travel in response to movement of at least one of the first sensing device, the second sensing device, and the fixedly mounted sensing component.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

FIG. 1a is a simplified side view of a master cylinder and brake assist system of the prior art, showing various internal components, particularly an input rod, an output rod and a reaction plate housed within the brake assist system;

FIG. 1b is a highly enlarged side view of a region within the prior art brake assist system of FIG. 1a where the input rod, output rod and reaction plate are located and better illustrating the clearance that exists between the face of the reaction plate and the face of the output rod;

FIG. 1c is a highly enlarged side view of a region within the prior art brake assist system of FIG. 1a showing different ways of defining pedal clearance;

FIG. 2 is a simplified block diagram of an inductive sensing system according to the present teachings that may be incorporated into the brake assist system shown in FIG. 1a to sense pedal lash in real time, the inductive sensing system having a first coil and a second coil for forming a variable coupling transformer that provides an electrical signal indicative of the degree of pedal lash present, the coils shown aligned to indicate that no pedal lash is present;

FIG. 3 illustrates the inductive sensing system of FIG. 2, but instead illustrates the first and second coils being misaligned to indicate the presence of a pedal gap;

FIG. 4 illustrates another inductive sensing system for sensing pedal lash using an LC oscillator circuit and a plurality of metal elements mounted on an output member with a gap therebetween and a rectangular metal member fixedly mounted on an input rod of a brake assist system in accordance with the present teachings;

FIG. 5 shows the inductive sensing system of FIG. 4, but with the input member partially extended toward the output member, which causes the frequency of the system's LC oscillator circuit to change, and thus indicates a change in the pedal gap distance;

FIG. 6 shows the inductive sensing system of FIG. 4, but with the input member fully extended over the output member, which produces the greatest change in frequency of the signal produced by the LC oscillator circuit;

FIG. 7 illustrates one example of how the inductive sensing of FIG. 4 may be implemented into portions of a brake assist system; and is

FIG. 8 illustrates the various components of FIG. 7 integrated into a brake assist system.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

Referring to FIG. 2, one embodiment of a system 10 for inductively sensing the pedal clearance between an input rod 12 and an output rod 14 of the power assist system of the master cylinder assembly shown in FIGS. 1 a-1 c is shown. It will be appreciated that the master cylinder assembly of figures 1a to 1c is exemplary in view of the present teachings. In this regard, the present teachings may be applied to other master cylinder assemblies within the scope of the present teachings. In this particular embodiment, the input rod 12 is coupled to an input member 16 that moves with and parallel to the input rod 12. The output rod 14 is also coupled to an output member 18 that moves with and parallel to the output rod 14. In the embodiment shown, the input member is an axially movable input member 16. The coupling may be accomplished with any suitable bracket or other similar element that may fixedly support the input and output members 16, 18 relative to the input and output rods 12, 14, but is slightly radially spaced from the axial centerlines of the input and output rods and is free to move axially with movement of the input and output rods 12, 14.

The housing 20 of the assist system 10 has an inner surface to which both the first coil or first fixedly mounted coil 22 and the second coil or second fixedly mounted coil 24 are fixedly secured. As shown, the second coil 24 may be disposed within the area bounded by the first coil 22. Together, first fixedly mounted coil 22 and second fixedly mounted coil 24 form a stationary sensing component fixedly disposed within brake assist system 10. One of the first coil 22 and the second coil 24 may receive an AC input signal. For example, the first coil 22 may be coupled to an AC input source 26 and may receive an AC input signal. The second stationary coil 24 provides its output to the controller 28. Those skilled in the art will appreciate that the output may be an analog AC output that is first processed by an a/D converter before being transmitted to the controller 28. The output represents a signal coupled from the first coil 22 to the second coil 24 that is proportional to the pedal gap distance described in fig. 1 a-1 c, as will be described in more detail in the following paragraphs. The controller 28 may be an Electronic Control Unit (ECU) of the vehicle that uses the output signal from the second coil 24 to account for the pedal clearance distance. Using this information, as well as information from the pedal stroke sensor, enables controller 28 to estimate even more accurately the braking force that needs to be generated in response to brake pedal movement.

One central feature of the system 10 of the present teachings is its ability to inductively sense the pedal gap distance at any given time and to assist in providing an output signal to the second stationary coil 24 that takes into account this pedal gap distance. This is accomplished by providing an input member coil 30 that is secured to or otherwise mounted on or carried by the input member 16 and an output member coil 32 that is secured to or otherwise mounted on or carried by the output member 18. It will be appreciated that the input member coil 30 and the output member coil 32 may comprise one or more distinct coil portions. The input member 16 and the output member 18 may be further arranged such that the input member coil 30 overlaps the output member coil 32. In fig. 2, the input member 16 is shown positioned on top of the output member 18. However, it will be understood that this configuration may be reversed. An important consideration is that the input member coil 30 and the output member coil 32 are positioned to overlap each other and further that the input member coil 30 and the output member coil move axially along a common longitudinal axis.

During construction of the power assist system 10, the output member 18 and the input member 16 are further coupled to the output rod 14 and the input rod 12. In this manner, when the pedal gap distance is substantially zero, as indicated by the dashed line 34 in fig. 2, portions of the input member coil 30 and the output member coil 32 will be perfectly or substantially perfectly aligned with one another.

In operation, when a pedal gap is present, such as shown in FIG. 3, the inductive coupling (i.e., flux coupling) between the first coil 22 and the second coil 24 will be less than a predetermined maximum value. This is due to misalignment of the input member coil 30 and the output member coil 32. This misalignment reduces the magnetic flux that can be coupled from the first stationary coil 22 to the second stationary coil 24 by the input member coil 30 and the output member coil 32 acting together. The degree or distance of longitudinal separation (i.e., axial misalignment) between the input member coil 30 and the output member coil 32 will directly affect the signal coupled and coupled to the second stationary coil 24. The degree or distance of longitudinal separation can directly affect coupling in a linear manner. Thus, when the input member coil 30 and the output member coil 32 are not aligned for a maximum axial vector, as shown in fig. 3, the signal coupled to the second stationary coil 24 will be a minimum, but when the input member coil 30 and the output member coil 32 overlap as shown in fig. 2, a maximum magnetic flux will be coupled between the stationary coils 22 and 24, and the signal will be a maximum. In this manner, the input member coil 30 and the output member coil 32 simulate an axial pedal gap that separates the faces of the input rod 12 and the output rod 14. The signal generated by the second coil 24 may vary linearly between a minimum value and a maximum value directly depending on the magnitude of the pedal clearance distance.

An important advantage of the system 10 is that the sensing of the pedal gap distance is not affected by the exact axial position of the pedal gap relative to the housing 20. In other words, if the pedal clearance is slightly to the left or right of the drawing sheet of FIG. 3, this orientation will not affect the accuracy with which the system 10 generates an electrical signal representative of the pedal clearance distance. As long as the input member coil 30 and the output member coil 32 are positioned above both the first coil 22 and the second coil 24 during operation of the system 10, the system will be able to reliably detect the pedal clearance distance.

Referring now to fig. 4, a system 100 is shown according to another embodiment of the present disclosure. The system 100 similarly operates to sense the pedal gap distance using an inductive sensing method. To the extent not otherwise described, it will be understood that the features between the two systems 10 and 100 are common. In the illustrated embodiment, the system 100 more specifically uses a configuration similar to an LC oscillator and senses a change in frequency of an AC signal applied to a coil associated with one of the input member or the output member, which may be related proportionally to the pedal gap distance.

In FIG. 4, it can be seen that the system 100 includes an input member 102 operatively coupled to an input lever (not shown in FIG. 4) of the master cylinder of FIG. 1. The system 100 also includes an output member 104 operatively coupled to an output rod (also not shown in fig. 4). The input member 102 and the output member 104 move linearly in accordance with the axial movement of the input rod and the output rod, as described with respect to the input member 16 and the output member 18 of the system 10 in fig. 2 and 3, respectively. In the system 100 of fig. 4, the input member 102 is located above the output member 104, but the opposite orientation will also work (i.e., the output member 104 is located above the input member 102). The input member 102 and the output member 104 are both positioned above a coil 108 that is fixedly mounted on an inner wall surface of a housing 106 of the master cylinder. Coil 108 receives an AC signal from LC oscillator circuit 110. In this example, two additional stationary metallic elements 112 and 114 are fixedly secured to the output member and spaced apart to define a gap or region 116 therebetween. Together, the fixed metallic elements 112 and 114 may be considered a "sensing subsystem" or a "second sensing device" or a "pair of second sensing devices". In one application, the fixed metal elements 112 and 114 may be thin layers of copper film or any other conductive material. The input member 102 includes a metal member 118, which may be understood as a "first sensing device". The metal member 118 preferably has a rectangular shape, and is fixedly secured to the input member 102 so that it moves with the input member. The metal member 118 may be a thin film of a conductive material such as copper. It will be appreciated that for some applications, although a rectangular shape may be preferred, other shapes may be used, such as square, oval, elliptical, and the like. However, the rectangular shape is expected to enhance the frequency variation detected by LC oscillator circuit 110 as metal member 118 moves between the positions shown in fig. 4 and 6, and thus may enhance the sensing resolution of system 100.

It has been described that the metal member 118 is fixed to the input member 102 and the metal elements 112 and 114 are fixed to the output member 104. However, it will also be appreciated that this convention may be reversed. In this regard, the metallic member 118 may be fixed to the output member 104, while the metallic members 112 and 114 may be fixed to the input member 102. The only requirement is that the metal member 118 and the metal members 112 and 114 are disposed on different ones of the input member 102 and the output member 104, and that the metal member 118 will always be bounded by the coil 108 and will always move back and forth relative to the gap 116.

During operation, when the metal member 118 is in the position shown in fig. 4, the extent of exposure to the metallic material of the coil 108 will be minimal. The amount of such material "seen" by the coil 108 is represented by the shaded portion 120 and is essentially only the metallic material overlapping the coil 108 represented by the fixed metallic elements 112 and 114. The frequency of the AC signal measured at the output of the LC oscillator circuit 110 will therefore be at a predetermined frequency.

As the position of the input member 102 moves toward the output member 104, the head end portion of the rectangular-shaped metal member 118 will begin to cover the gap 116, as shown in fig. 5. Thus, the coil 108 will "see" a greater degree of the metallic material. Basically, the metallic material of the rectangular shaped metallic member 118 will start to fill the gap 116, which reduces the inductance of the coil 108. As more metal is presented to the coil 108, the inductance decreases. This is because the current causes a current to be induced in the metal ( components 112, 114 and 118) which then generates a magnetic field that opposes the magnetic field generated by the coil 108. The extent of the metallic material "seen" by the coil 108 is represented by the shaded portion 120 in fig. 5. This causes a change in the frequency of the oscillating signal at the output of the LC oscillator circuit 110. In this regard, the system 100 operates similar to a conventional metal detector. The degree of change in the frequency of the AC input signal applied to the LC oscillator circuit 110, as measured at its output, may be related to the degree of axial movement of the input member 102 relative to the output member 104. This change in frequency indicates whether the gap 116 is effectively contracting or elongating.

In fig. 6, the input member 102 is shown in an extreme position in which a rectangular shaped metal member 118 completely bridges the fixed metal elements 112 and 114. In this position, the coil 108 "sees" the maximum amount of metallic material. This is indicated by the shaded area 120. The frequency variation of the oscillating output signal from LC oscillator circuit 110 will be greatest.

The system 100 is capable of detecting a change in the pedal clearance distance by a change in the relative position between the metallic elements 112 and 114 on the input member 102 and the output member 104. Importantly, this variation can be detected in real time and can be used by the ECU of the vehicle to estimate the pedal stroke travel even more accurately and thus control the brake assist system working in association with the master cylinder even more accurately to determine the brake pressure requested by the operator (via brake pedal movement) during the braking operation.

Referring briefly to FIG. 7, a subsystem 200 of the brake assist system of FIG. 1c is shown into which the system 100 of FIG. 4 is integrated. This represents just one of many different ways in which the system 100 may be physically integrated into another well-known brake assist system. The input member 102 has one end forming a sleeve portion 102a that wraps around and is fixedly coupled to an elongated input rod 206 having another sleeve portion 102b at its opposite end. The sleeve portion 104b associated with the output member 104 is slidable over the sleeve portion 102a of the input member 102 and is also slidable over the elongate input rod 206. The sleeve portion 104a associated with the output member 104 is fixedly secured to the elongate output rod 202. An elongate output rod 202 is also operatively associated with the lead screw portion 204 of the subsystem 200 and moves axially along arrow "a" as a threaded lead screw collar (not shown) positioned above the lead screw portion 204 is rotationally driven by an electric motor (not shown) of the brake assist system. Thus, the output member 104 moves axially according to arrow a and according to the movement of the elongate output rod 202 and the lead screw portion 204. And because the sleeve portion 102b of the input member 102 is uncoupled from the sleeve portion 104a, the sleeve portion 102a is able to slide over the sleeve portion 104a and over the elongate output rod 202 as the elongate input rod 206 and the elongate output rod 202 move relative to each other.

The elongate input rod 206 is in turn fixedly coupled to a bracket arm 208, which in turn is fixedly coupled to an input member 210 of the brake assist system. Thus, as the input member 210 moves the elongate input rod 206 back and forth axially along arrow a, the sleeve portion 102a, and thus the input member 102, moves in accordance therewith. And because the output member 104 has its sleeve portion 104a fixedly secured to the elongate output rod 202, the output member 104 and its associated sleeve portion 104b are free to slide over the sleeve portion 102 a.

The input member 102 may have a planar body portion 102c and the output member 104 may have a similarly sized planar body portion 104 c. Thus, the planar main body portions 102c and 104c overlap at a relatively small interval between their facing surfaces. The metallic elements 112 and 114 shown in fig. 4-6 are positioned on a surface of the planar body portion 104c of the output member 104, which is substantially hidden in fig. 7. Similarly, the metal member 118 is positioned on a surface of the planar body portion 102c of the input member 102 that is the surface facing the planar body portion 104c and therefore is not visible in fig. 7. Since the overlap of the planar body portions 102c and 104c changes with movement of the lead screw 204 (i.e., acting in conjunction with the elongated output rod 202 and the sleeve portion 104 a) or the input rod 210 (acting in conjunction with the sleeve portion 102a and the elongated input rod 206), the position of the metal member 118 will change relative to the position of the metal elements 112 and 114. Although not visible in fig. 7, it will be understood that the coil 108 is mounted on an inner wall of the housing 106 of the brake assist system, as described in connection with the discussion of fig. 4-6. Fig. 8 shows the various components described above integrated into subsystem 200.

It will be appreciated that both systems 10 and 100 described herein may be configured to sense the pedal clearance defined in FIG. 1b or the pedal clearance defined in FIG. 1 c.

Various embodiments of the present disclosure presented herein may be implemented with a limited number of additional components without significantly increasing the complexity, cost, or weight of the master cylinder system of the vehicle. It is expected that various embodiments will significantly improve the accuracy of determining brake pedal travel.

While various embodiments have been described, those skilled in the art will recognize modifications or variations that may be made without departing from the present disclosure. These examples illustrate various embodiments and are not intended to limit the disclosure. Accordingly, the specification and claims should be interpreted liberally with only such limitation as is necessary in the pertinent art.