JP2014531715A - Switch assembly and switch system - Google Patents

Abstract

The switch assembly (50) includes a magnet (58), a first hall device (64), and a second hall device (66). The first and second Hall devices (64, 66) are proximate to the magnet (58). The first hall device (64) is configured to switch in relation to the first magnetic field threshold. The second Hall device (66) is configured to switch in relation to the second magnetic field threshold. The first magnetic field threshold is different from the second magnetic field threshold.

Description

  The present invention relates to a brake switch system and brake switch assembly configured for use with a vehicle such as an automobile.

  Automobiles and various other vehicles have a braking system that includes a rear brake light. When the driver operates the brake pedal, the rear brake light is lit to inform other drivers that the vehicle is decelerating or is about to stop.

  FIG. 1 is a schematic block diagram of a conventional braking system 10. The system 10 includes a battery 12 that provides power to an electromechanical switch 14 operatively connected to a brake pedal 16. The switch 14 is electrically and operatively connected to the rear brake light 18.

  In operation, when the brake pedal 16 is depressed, a part of the brake pedal 16 physically contacts the switch 14. In this way, the switch 14 is closed and current flows to the brake lamp 18, thereby turning on the brake lamp 18. Once the physical engagement between the brake pedal 16 and the switch 14 is released such that the driver removes his foot from the brake pedal 16, the switch 14 is opened and no current flows to the brake light 18, and the brake light 18 is not lit.

  Mechanical brake light switches as shown in FIG. 1 have been used for many years with a mixed level of reliability and convenience. These switches used by many original equipment manufacturers (OEMs) present permanent wear problems and noise level concerns. Nevertheless, mechanical brake light switches continue to be used thanks to their low cost. However, mechanical braking switches are being reviewed with continued emphasis on improving reliability and comfort (eg, limiting noise) and the advent of electric vehicles.

  FIG. 2 a shows a schematic block diagram of a known braking system 20. The system 20 includes a battery 22 that is electrically connected to a relay 28 that is connected to a brake light 30 and provides power to a Hall effect sensor or Hall device 24 that is proximate to a brake pedal 26. Hall device 24 is placed in proximity to a magnet (not shown in FIG. 2). The brake pedal 26 is part of an assembly that includes a ferromagnetic target or plunger, as described with respect to FIG. 2b.

  FIG. 2 b shows a simplified diagram of a driver 31 that depresses the brake pedal 26. As shown in FIG. 2b, when the driver 31 pushes the brake pedal 26 in the direction of arrow A, the ferromagnetic target in the form of a plunger 33 attached to the brake pedal assembly is braked away from the hall device 24 and the magnet. It moves in the direction of arrow A together with the pedal 26.

  Referring to FIGS. 2a and 2b, the Hall effect sensor or Hall device 24 includes a transducer that changes the output voltage or current in response to a magnetic field. Hall device 24 operates as a switch in the presence and absence of a magnetic field. Typically, the Hall device 24 is off when there is no magnetic field and is on when a magnetic field is present.

  The brake pedal 26 includes a ferromagnetic target or plunger 33 made of steel (for example) attached to or formed on a part thereof. When the brake pedal 26 is depressed, the ferromagnetic target or plunger 33 of the pedal 26 moves away from the hall device 24. During this movement, the magnetic field generated from the magnet changes its shape. The hall device 24 detects this change, switches the state, and closes the relay 28 that lights the brake light 30 (closes the circuit from the battery 22 to the brake light 30). When the driver removes his / her foot from the brake pedal 26, the magnetic field changes and returns to its original state, the hall device 28 returns to its original state, opens the relay 28, and turns off the brake light 30. As such, the system 20 provides a single non-contact switch point that turns the brake light 30 on and off depending on whether the brake pedal 26 is depressed.

  FIG. 3 shows a schematic block diagram of the hall device 24 associated with the magnet 32. As shown, the magnet 32 is a U-shaped magnet having lateral posts 34 that are integrally connected to a cross beam 36 that separates the posts 34 from each other by an internal gap 38. ing. The hall device 24 is disposed in an internal gap 38 between the posts 34.

  The magnetic field is typically large enough to maintain the state until the operating threshold is exceeded and the magnetic field is gone. In general, the geomagnetic field does not actuate the hall device 24, but many common magnets provide sufficient strength to actuate the hall device 24. The magnet 32 is, for example, a bonded neodymium-iron-boron (Nd—Fe—B) magnet.

  Hall device 24 may be part of an integrated circuit that is fixed or embedded within an internal gap 38 between posts 34. As shown in FIG. 3, the Hall device 24 is disposed in a zero field area 40 within the internal gap 38. The Hall device 34 may also have a positive or negative bias to support various magnetic switching characteristics.

  FIG. 4 shows a schematic block diagram of the hall device 24 associated with the magnet 32 and the brake pedal 26. As the ferromagnetic plunger 33 of the brake pedal 26 moves away from the hall device 24, the position of the zero magnetic field area 40 changes so that the hall device 24 is no longer in the zero magnetic field area 40. As such, the hall device 24 detects a change in the magnetic field and switches to the on position. Thus, the relay 28 (shown in FIG. 2a) is closed and the brake light 30 (shown in FIG. 2a) is lit.

  Various vehicles also include cruise control. The driver typically operates cruise control while driving on a highway, where the driver can drive the vehicle at a constant speed for an extended period of time. The cruise control function allows the driver to drive the vehicle without keeping his feet on the accelerator.

  To stop cruise control, the driver typically taps on the brake pedal. However, when doing so, the brake lights are typically turned on. However, the vehicle is not actually decelerating. Thus, the lighting of the brake light may erroneously indicate that the vehicle is decelerating when the driver actually wants to increase the vehicle speed.

  In general, known braking systems typically include a contact type connector assembly that includes a single switching point. As noted above, the problem is that contact-type connector assemblies present permanent wear problems and noise level concerns. Furthermore, a single switching point can result in a false indication that the vehicle is decelerating when the operator simply stops cruise control.

  The solution is provided by a switch assembly disclosed herein, which includes a magnet and first and second Hall devices proximate to the magnet. The first hall device is configured to switch based on a first magnetic field threshold. The second hall device is configured to switch based on a second magnetic field threshold. The first magnetic field threshold is different from the second magnetic field threshold. The first and second magnetic field threshold values may be first and second magnetic field strength threshold values.

  The present invention will now be described by way of example with reference to the accompanying drawings.

1 shows a schematic block diagram of a conventional braking system.

1 shows a schematic block diagram of a known braking system.

Fig. 2b shows a simplified diagram of the driver pushing the brake pedal of the known braking system shown in Fig. 2a.

FIG. 2 shows a schematic block diagram of a hall device associated with a magnet.

FIG. 2 shows a schematic block diagram of a hall device associated with a magnet and a brake pedal.

FIG. 3 shows an exploded perspective view of a switch assembly according to one embodiment.

FIG. 4 shows a simplified perspective view of a magnet and hall device secured to a printed circuit board, according to one embodiment.

FIG. 4 shows a simplified plan view of a Hall device fixed with respect to a magnet, according to one embodiment.

FIG. 3 shows a schematic circuit diagram for a brake switch system, according to one embodiment.

FIG. 3 shows a schematic circuit diagram for a brake switch system, according to one embodiment.

FIG. 3 shows an exploded perspective view of a switch assembly, according to one embodiment.

FIG. 3 shows a schematic circuit diagram for a brake switch system, according to one embodiment.

FIG. 3 shows a schematic circuit diagram for a brake switch system, according to one embodiment.

  FIG. 5 illustrates an exploded perspective view of the switch assembly 50 according to one embodiment. The switch assembly 50 can be used with any system assembly, subassembly, etc. that is configured to utilize multiple switches. For example, the switch assembly 50 can be used as a brake switch assembly. For simplicity, the switch assembly 50 is referred to as a brake switch assembly, but it should be understood that the switch assembly 50 can be used in various applications other than braking systems and brake assemblies.

  The brake switch assembly 50 includes a main housing 52 having an internal chamber 54 formed therein. The internal chamber 54 is configured to house and hold a printed circuit board (PCB) subassembly 56 and a magnet 58.

  The housing 52 includes a stub nose 60 at the tip. A ferromagnetic target of the brake pedal assembly, such as a plunger of the brake pedal, is configured to be proximate to the stub nose 60. Alternatively, the ferromagnetic target may be stationary and one or more hall devices or switches may be disposed on the brake pedal assembly.

  The PCB subassembly 56 includes a PCB 62 that securely supports two Hall devices 64, 66 proximate the tip 68, configured to be secured proximate the stub nose 60 of the housing 52. PCB subassembly 56 also supports electrical components 70 such as capacitors, diodes, resistors, etc., as well as electromechanical relay 72.

  The magnet 58 is a U-shaped magnet. The magnet 58 is disposed in the housing 52 proximate the tip 68 of the PCB subassembly 56 such that the hall devices 64, 66 are disposed within an internal gap 74 defined between the posts 76 on both sides and the cross beam 78. Fixed to. Although the magnet 58 is shown as a U-shaped magnet, the size and shape of the magnet 58 may be various other shapes and sizes. For example, the magnet 58 may be a bar-shaped magnet disposed close to the hall devices 64 and 66.

  After the PCB subassembly 56 is secured within the housing 52, such as by soldering, and the magnet 58 is secured with respect to the Hall devices 64, 66, a cover 80, which may include, for example, potting material, attaches the PCB subassembly 56. It can be fixed on the housing 52 so as to cover it. Alternatively, the cover 80 is made of or includes metal, plastic, elastomeric material, or the like. Cover 80 ensures that PCB subassembly 56 is securely and securely contained within housing 52.

  FIG. 6 shows a simplified perspective view of magnet 58 and Hall devices 64, 66 secured to PCB 62, according to one embodiment. Referring to FIGS. 5 and 6, as described above, the magnet 58, including the post 76 on both sides and the cross beam 78, and fixed to the support post 79 extending through the PCB 62, and the hall devices 64, 66 are shown. Is fixed to the front end portion 68 of the PCB 62 disposed in the vicinity of the stub nose 60 of the housing 52. Thus, as the brake pedal, including the ferromagnetic target or plunger, moves away from the stub nose 60, the Hall devices 64, 66 detect the changing magnetic field and turn on or off in response. For example, the hall device 64 operatively connected to the cruise control module is turned off, eg, switched from high power to low power (thus stopping cruise control), while being operatively coupled to the brake lights. The hall device 66 is turned on, for example, switching from low power to high power (thus turning on the brake lights). When the brake pedal is close to the stub nose 60, such as when the driver releases the pressure from the brake pedal, the hall devices 64, 66 switch to their previous state.

  Optionally, the system can be configured such that when the brake pedal moves toward the stub nose 60, the hall devices 64, 66 are switched off and on, respectively. Alternatively, the system can be configured such that the hall device 64 turns on and stops cruise control and the hall device 66 turns off and lights the brake light.

  FIG. 7 is a simplified top view of Hall devices 64 and 66 secured with respect to magnet 58 (including post 76 and cross beam 78 on both sides), according to one embodiment. As shown, the front Hall device 64 is closer to the stub nose 60 (shown in FIG. 5) than the rear Hall device 66. In this way, the front Hall device 64 can sense a magnetic field that changes before the rear Hall device 66, and / or the Hall devices 64, 66 can change the state of the Hall device 64 before the Hall device 66 switches state. It may be programmed to switch.

  The front hall device 64 is configured to stop cruise control, while the rear hall device 66 is configured to close and open the relay 72 (shown in FIG. 5) to turn on and off the brake lights. Can be configured. The cruise control can be stopped with a slight depression of the brake pedal. When the pressure on the brake pedal is increased, the rear hall device 66 is switched on and the brake light is lit. However, as discussed in more detail below, it should be noted that cruise control can be stopped with a slight depression of the brake pedal and before the brake lights are lit.

  Alternatively, the front hall device 64 can be configured to control the brake lights, while the rear hall device 66 can be configured to stop cruise control. In this embodiment, the Hall devices 64, 66 are configured to detect predetermined trigger points that are separated from each other and different from each other in order to switch states and thus control their respective functions.

  Alternatively, and as described above, the magnet 58 can be of various other shapes and sizes. For example, the hall devices 64, 66 can be secured to the PCB 62 with respect to bar magnets located in front of, behind, or on the sides of the hall devices 64, 66. Optionally, the bar magnet may be disposed between the hall devices 64 and 66. In any embodiment, the hall devices 64, 66 may be programmed to switch states at a predetermined trigger point (ie, when a magnetic field change is detected).

  FIG. 8 shows a schematic circuit diagram for the brake switch system 82, according to one embodiment. The hall devices 64 and 66 are supplied with power via the battery 84. If the brake pedal is not depressed, the hall device 66 may be off (eg, output a low output). Optionally, the hall device 66 may be on (eg, output a high output). When the brake pedal is not depressed, transistor 86 is off. Therefore, the output of the hall device 66 is the ground potential. In this scenario, relay 72 is open because relay 88 is not actuated (and therefore cannot be used to switch the relay switch to the closed state).

  Similarly, the hall device 64 may be on (eg, high power) when the brake pedal is not depressed and cruise control is operating. Optionally, the hall device 64 may be off (eg, low power).

  However, assuming that the brake pedal is tapped lightly and cruise control is activated, the ferromagnetic target of the brake pedal moves relative to the magnet 58 (shown in FIGS. 5-7) and moves forward Hall device 64 causes a change in the magnetic field. The hall device 64 is programmed to detect this change and switch states. The output voltage from the hall device 64 switches from high to low (low to high depending on how the system is configured) and a signal is sent to the cruise control module 89 to stop cruise control. . The hall device 64 can be programmed to switch from an on state to an off state upon detecting a magnetic field having a cruise threshold intensity programmed into the hall device 64. Optionally, other magnetic field change characteristics can be used to switch the Hall device 64 between states.

  The cruise threshold strength is less than the magnetic field strength (ie, braking threshold strength) that switches the hall device 66 from off to on. Thus, the cruise control can be stopped by a light depression of the brake pedal before the brake light is turned on.

  However, as the pressure on the brake pedal increases, the hall device 66 is switched from the off state to the on state, or vice versa, depending on how the hall device 66 is programmed. That is, the Hall device 66 is programmed to detect a change in magnetic field strength that is different from the cruise threshold strength (eg, lower or higher depending on how the Hall devices 64, 66 are programmed). Optionally, other magnetic field change characteristics can be used to switch the Hall device 66 between an on state and an off state. When the hall device 66 detects a brake light threshold intensity that is different from the cruise threshold intensity, the hall device 66 switches from the off state to the on state. Therefore, the voltage output from the hall device 66 is high and the transistor 86 is activated, thereby actuating the relay coil 88, which closes the relay switch 72 and turns on the brake light 90.

  In addition, the Hall devices 64 and 66 switch states according to the detected change of the magnetic field. The hall device 64 switches from on to off and stops the cruise control module 89, or the hall device 64 switches from off to on and stops the cruise control module 89. Similarly, the hall device 66 switches from off to on and lights the brake light, or the hall device 66 switches from on to off and lights the brake light 90. In any case, the switching point detected by the change of the magnetic field is different for each of the hall devices 64 and 66. That is, the hall device 64 is switched with a different detection magnetic field characteristic as compared with the hall device 66.

  Once the driver removes his foot from the brake pedal, the ferromagnetic target moves toward its rest position and the Hall device 66 returns to the off state. In this way, the transistor 86 is deactivated, the relay 72 is opened, and the brake light 90 is turned off.

  As described above, Hall devices 64 and 66 are programmed to different magnetic field levels that do not overlap each other. That is, the point at which the hall device 64 switches is not the same as the point at which the hall device 66 switches. Thus, the hall device 64 switches before the hall device 66 switches, or vice versa, depending on the particular application. For example, the Hall device 64 switches state when it detects a magnetic field characteristic at a first threshold, and the Hall device 66 switches state when it detects a magnetic field characteristic at a second threshold different from the first threshold. . For example, the hall device 64 can switch to an off state when it detects a first threshold at a particular mT (millitesla) level, while the hall device 66 has a higher than the first magnetic field level. When the magnetic field level is detected at the mT level, it can be switched to the on state.

  FIG. 9 shows a schematic circuit diagram of a brake switch system 92 according to one embodiment. The brake switch system 92 is normally on when the brake pedal is stationary and indicates that the hall device 64 is configured to switch off when the hall device 64 detects a threshold and stops the cruise control module 89. Except for this, it is the same as the brake switch system 82 shown in FIG. On the other hand, when the Hall device 66 detects its magnetic field threshold, the Hall device 66 is turned on and sends a high output to the gate of the transistor 93. When Hall device 66 is switched on, transistor 93 is switched on and grounded, the base of transistor 95 is brought to a low potential, transistor 295 is switched on and power is sent to relay 97, thereby closing relay 97. The electric power is sent to the brake light 90. In the present embodiment, when the hall device 64 is switched from the on state to the off state, the cruise control is stopped, and when the hall device 66 is switched from the off state to the on state, the brake light 90 is turned on.

  FIG. 10 illustrates an exploded perspective view of the brake switch assembly 100, according to one embodiment. The brake switch assembly 100 is similar to the assembly 50 shown and described in FIG. 5, except that instead of using a relay, the assembly 100 includes a field effect transistor (FET) 102. The FET 102 is a transistor that controls its shape, and thus the conductivity of the channel of one type of charge carrier of semiconductor material, depending on the electric field. The FET 102 may be a metal oxide semiconductor field effect transistor (MOSFET) that can be used to switch electronic signals.

  FIG. 11 is a schematic circuit diagram of the brake switch system 104, according to one embodiment. The circuit diagram shown in FIG. 11 is similar to the circuit diagram shown in FIG. 8 except that the brake switch 104 includes an FET 102 instead of the relay 72 and the relay coil 88.

  FIG. 12 is a schematic circuit diagram of the brake switch system 110, according to one embodiment. This circuit diagram is similar to the circuit diagram shown in FIG. 9 except that brake switch 110 uses FET 102 instead of a relay.

  Referring to FIGS. 5-12, as discussed above, the hall devices 64, 66 are programmed such that one or both of these devices are on or off when the brake pedal is not depressed. Can. For example, both may be off, both may be on, or one may be on and the other off. When the brake pedal is depressed, the Hall devices 64, 66 detect magnetic field changes at different points, as discussed above. As such, the hall devices 64, 66 switch at different times, thereby stopping cruise control and turning on the brake lights at different times (in particular, cruise control is stopped before the brake lights are turned on). Also, the hall devices 64, 66 are on or off and can therefore be programmed to switch.

  Thus, these embodiments provide a brake switch assembly and a brake switch system configured to turn on and off the brake lights and stop cruise control. More generally, these embodiments provide braking with a first hall device configured to control the first component and a second hall device configured to control the second component. A switch assembly is provided.

  These embodiments provide a non-contact sensor switch assembly having two separate and different switching points.

  These embodiments provide a contactless device having a single target, a single magnet, and two Hall devices in a single package or connector assembly, where the Hall devices are separated into two. And is configured to switch between different components. Each hall device is programmed to separate and switch at different switching points.

  Further, the embodiments can be used with various other assemblies and systems other than brake switch assemblies and brake switch systems. Embodiments can be used as dual switch point sensors configured to be used with any design that utilizes multiple switch points within a single assembly / or system.

  Embodiments are described in US Patent Application No. 13 / 269,675, filed October 10, 2011, entitled “Connector System and Assembly Having Integrated Protection Circuit”, filed “Intelligent Brak” filed September 22, 2011. U.S. Provisional Application No. 61 / 537,845 entitled "Switch System" and U.S. Application No. 61 / 537,845 entitled "Intelligent Break Switch System" filed September 22, 2011. It can be used with the system to protect the brake lights from current and / or overvoltage conditions.

  This written description uses examples to disclose various embodiments of the present disclosure, including the best mode, and to enable those skilled in the art to make and use devices and systems and perform the incorporated methods. Various embodiments of the present disclosure can be implemented, including. The patentable scope of the various embodiments of the disclosure is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples include equivalent structural elements in which the examples have structural elements that do not differ from the literal words in the claims, or where the examples have negligible differences from the literal words in the claims. Is intended to fall within the scope of the claims.

Claims (11)

A switch assembly (50) comprising:
A magnet (58);
A first Hall device (64) configured to be proximate to the magnet (58) and to be switched based on a first magnetic field threshold;
A second Hall device (66) proximate to the magnet (58) and configured to switch based on a second magnetic field threshold, wherein the first magnetic field threshold is different from the second magnetic field threshold; A switch assembly (50), comprising: The magnet (58) is a U-shaped magnet (58) having posts (76) on both sides connected by a cross beam (78);
The post (76) on both sides and the cross beam (78) define an internal gap (74);
The switch assembly (50) of claim 1, wherein the first and second Hall devices (64, 66) are disposed within the internal gap (74). The first hall device (64) is operatively connected to a cruise control module (89);
The switch assembly (50) of claim 1, wherein the first hall device (64) switches to stop cruise control controlled by the cruise control module (89). The second hall device (66) is operatively connected to a brake light (90);
The switch assembly (50) of claim 1, wherein the second hall device (66) switches to control turning on and off of the brake light (90).   The switch assembly (50) of claim 4, further comprising a relay (72) electrically connected between the second hall device (66) and the brake light (90).   The switch assembly (5) of claim 4, further comprising a field effect transistor (FET) 102 electrically connected between the second hall device (66) and the brake light (90). 50).   The switch assembly (50) of claim 1, wherein the magnetic field of the magnet (58) changes as a ferromagnetic target moves relative to the magnet (58).   The switch assembly (50) of claim 7, wherein the ferromagnetic target forms part of or is attached to the brake pedal (16).   The switch assembly (50) of claim 1, wherein the first and second magnetic field thresholds are first and second magnetic field strength thresholds. A main housing (52) having an internal chamber (54) for holding a printed circuit board (62);
The magnet (58), the first hall device (64), and the second hall device (66) are fixed to the printed circuit board (62). Switch assembly (50). A printed circuit board (62) for fixing and supporting the first and second hall devices (64, 66) in proximity to the tip (68);
The first and second Hall devices (64, 66) are configured to be proximate to a ferromagnetic target;
The first and second Hall devices (64, 66) move the ferromagnetic target relative to one or more of the magnets (58) or the first and second Hall devices (64, 66). The switch assembly (50) of claim 1, wherein the switch assembly (50) is configured to activate or deactivate the first and second components, respectively.

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