IT202300005856A1 - SYSTEM AND METHOD FOR DETECTING AND MEASURING MECHANICAL DEFORMATIONS ASSOCIATED WITH A COMPONENT OF A VEHICLE BRAKING SYSTEM - Google Patents

Description

DESCRIPTION of the industrial invention entitled:

"SYSTEM AND METHOD FOR DETECTING AND MEASURING MECHANICAL DEFORMATIONS ASSOCIATED WITH A COMPONENT OF A VEHICLE BRAKING SYSTEM"

DESCRIPTION

[0001]. Field of invention

[0002]. The present invention relates to the field of vehicle braking systems. In particular, the invention relates to a system for detecting and measuring mechanical deformations associated with a component of the braking system of a vehicle, such as for example a brake caliper or a brake disc, determined by forces or torques generated during a braking event.

[0003]. ? another object of the present invention is a method for detecting and measuring the mechanical deformations associated with a component of the braking system of a vehicle implemented by the aforementioned system.

[0004]. State of the art

[0005]. For the control and monitoring of a braking system, for example an electronically controlled disc brake system, it is very useful to know in real time, as precisely as possible, the mechanical deformations that may involve a brake caliper and/or a brake disc of the braking system during a braking action. Such deformations are generally determined by values of braking force or torque exerted on the brake calipers and/or on the relative discs of the braking system during the braking action.

[0006]. In order to be able to detect and measure such mechanical deformations, it is known to use measuring devices external to the braking system in vehicle braking systems, connected to the brake calipers and/or brake discs to be monitored. Alternatively, it is known to use sensors applied, for example glued, to the body of the brake calipers or brake discs.

[0007]. However, these methods of measuring mechanical deformations present limitations and measurement inaccuracies.

[0008]. Some of these inaccuracies are caused by errors or inaccuracies in positioning and alignment in the installation of the sensors. Other inaccuracies are caused by damping effects caused by the gluing of the sensors to the body of the brake calipers or brake discs.

[0009]. Further inaccuracies are attributable to other factors, including partial detachment of the sensors from the structures to be monitored over time, and indirect transduction of the deformation. This last drawback is determined by the fact that, in the case of using an adhesive to apply the sensor to the brake calipers or brake discs, this adhesive can act as a ?filter? between the actual deformation undergone by the material that constitutes the body of the caliper or disc and the deformation detected by the sensor. Because of this, the measurement of the detected deformation is always tainted by errors.

[0010]. Although the technical field of sensors offers a wide range of solutions, to the best of the Applicant's knowledge there are currently no sensor solutions that can be incorporated into a brake caliper or a brake disc, and which allow for the knowledge, in real time, of the mechanical deformations that may affect a brake caliper or a brake disc of the braking system during a braking action with high precision and reliability.

[0011]. In fact, the known solutions offer sensors that either cannot be incorporated into a brake caliper or disc, from a practical point of view (because they are not sufficiently compact or too complex) or offer measurements from which it is not possible to derive the value of the mechanical deformations with sufficient accuracy.

[0012]. The need therefore arises to have a system for measuring mechanical deformations associated with a brake caliper or brake disc, determined by forces or torques generated during a braking event which, using compact, miniaturised and easy to activate/read sensors, allows the mechanical deformations exerted on the brake caliper or disc to be determined with high accuracy and reliability.

[0013]. As already observed above, these needs are not fully satisfied by the solutions currently made available by the known art.

[0014]. Solution

[0015]. An object of the present invention is to devise and provide a system for detecting and measuring the mechanical deformations associated with a component of the braking system of a vehicle, such as for example a brake caliper or a brake disc, determined by forces or torques generated during a braking event which allow to overcome, at least partially, the limits and drawbacks of the solutions available in the known art.

[0016]. This object is achieved by a system for detecting and measuring the mechanical deformations associated with a component of the braking system of a vehicle in accordance with claim 1.

[0017]. The present invention also relates to a method for detecting and measuring mechanical deformations associated with a component of the braking system of a vehicle in accordance with claim 15.

[0018]. Some advantageous embodiments are the subject of the dependent claims.

[0019]. Figure

[0020]. Further features and advantages of the system and method for detecting and measuring mechanical deformations of the invention will appear from the following description of its preferred embodiments, given for indicative and non-limiting purposes, with reference to the attached figures in which:

[0021]. - Figure 1 illustrates, partly by means of a block diagram, a first embodiment of a system for detecting and measuring mechanical deformations associated with a brake disc, determined by forces or torques generated during a braking event, according to the present invention;

[0022]. - Figure 2 illustrates, partly by means of a block diagram, a second embodiment of a system for detecting and measuring mechanical deformations associated with a brake disc, determined by forces or torques generated during a braking event, according to the invention;

[0023]. - Figure 3 illustrates, partly by means of a block diagram, a third embodiment of a system for detecting and measuring mechanical deformations associated with the brake disc, determined by forces or torques generated during a braking event, according to the invention,

[0024]. - Figure 4 illustrates, partly by block diagram, a fourth embodiment of a system for detecting and measuring mechanical deformations associated with a brake caliper, determined by forces or torques generated during a braking event, according to the invention;

[0025]. ? Figures 5-5A illustrate, respectively, an enlarged front view of a full-bridge resistance electrical strain gauge printed on the brake caliper of the system of Figure 4 and a circuit diagram of such full-bridge resistance electrical strain gauge;

[0026]. - Figure 5B illustrates, as a function of time, graphs which from top to bottom are representative, respectively, of:

a voltage signal (VO) output from the printed full-bridge electrical resistance strain gauge of figure 5,

a signal representing the vehicle's speed (v1),

a braking torque signal (b1),

a pressure signal (P1),

a brake disc temperature (TD) signal,

a temperature signal (TP1) of the caliper associated with the brake disc in the examples in figures 1-2,

a temperature signal (TP2) of the caliper associated with the brake disc in the example in figure 3;

[0027]. - figure 6 illustrates, with a flow chart, the operational steps of the method for detecting and measuring the mechanical deformations associated with a component of the braking system of a vehicle in accordance with the invention;

[0028]. - Figure 7 shows a way of identifying optimal orientation directions of the full-bridge or double half-bridge strain gauge of Figures 5, 5A (and 12, 12A), by calculation according to the Finite Element Method (FEM);

[0029]. - figure 8 represents a method of identifying optimal orientation directions of two unidirectional quarter-bridge strain gauges and related completion resistances of the half-bridges of figures 13, 13A, by calculation according to the finite element method (Finite Element Method or FEM);

[0030]. - figure 9 shows schematically an example of a geometry optimised in terms of space occupation of the resistive paths of the full-bridge or double half-bridge strain gauges of figure 7;

[0031]. Figure 10 shows an example of a geometry optimized in terms of space occupation of the resistive paths of the quarter-bridge strain gauge (42b1) and of the relative completion resistance of the half-bridge (42b2) of Figure 8, and a respective schematic representation of each of these optimized geometries of the strain gauge in which the direction and sense of extension (sensing) of the strain gauge are indicated by an arrow;

[0032]. Figure 11 schematically shows a solution for an electrical connection to an external circuitry of the sensors printed in the brake caliper of the system of Figure 4;

[0033]. ? Figures 12-12A illustrate, respectively, an enlarged front view of a double half-bridge electrical resistance strain gauge printed on the brake caliper of the system of Figure 4 and a circuit diagram of such double half-bridge electrical strain gauge;

[0034]. Figures 13-13A illustrate, respectively, an enlarged front view of an electrical resistance strain gauge comprising two quarter bridges printed on the brake caliper of the system of Figure 4 and a circuit diagram of one of the quarter bridges of such electrical strain gauge;

[0035]. - Figure 14 illustrates, partly by means of a block diagram and exploded view, a fifth embodiment of a system according to the invention for detecting and measuring mechanical deformations associated with an electromechanical floating type brake caliper of a braking system, wherein the floating caliper includes a printed sensor positioned on the bottom of the piston pusher mechanism housing;

[0036]. - figure 15 illustrates, in perspective view, the floating brake caliper of figure 14 associated with the respective disc;

[0037]. - Figure 16 illustrates the floating type brake caliper of Figure 15 where portions of said printed sensor located on the bottom of the piston pusher housing have been removed;

[0038]. - Figure 17 illustrates an enlargement of the bottom portion of the floating caliper piston pusher housing of Figure 15;

[0039]. ? Figure 18 illustrates, in perspective and enlarged view, an electrical interface element associated with the printed sensor positioned on the bottom of the housing of the piston push mechanism of the floating caliper of Figure 14;

[0040]. - Figure 19 illustrates an exploded view of the electrical interface element of the printed sensor of Figure 18.

[0041]. In the above figures, equal or similar elements are indicated with the same numerical references.

[0042]. Description of some preferred embodiments [0043]. With reference to figures 1-4 and 14, the numerical references 100, 200, 300, 400, 600 indicate overall five examples of a system, according to the present invention, for detecting and measuring mechanical deformations associated with a component 10, 20, 30, 40, 60 of a vehicle braking system, such as those determined by forces or torques generated during a braking event.

[0044]. For the purposes of this description, "vehicle" means any motor vehicle or motorcycle, including commercial vehicles, having two, three, four or more wheels. For example, "vehicle" means a car, a motorcycle, a light commercial vehicle, a heavy industrial vehicle or any other vehicle that requires a braking system to reduce the speed of the moving parts.

[0045]. Furthermore, by "braking system" we mean a set of all the components (from the mechanical and/or electrical or electronic ones to the braking fluid) that contribute to generating the service braking of a vehicle.

[0046]. In particular, the aforementioned component of a vehicle braking system is a brake disc 10, 20, 30, as shown in the examples of figures 1-3, or two brake calipers 40, 60 shown in the examples of figures 4 and 14.

[0047]. In general, the system for detecting and measuring mechanical deformations or more simply system 100, 200, 300, 400, 600 comprises at least one component 10, 20, 30, 40, 60 of the vehicle's braking system, i.e. a brake disc or caliper.

[0048]. Such braking system component 10, 20, 30, 40, 60 comprises a body 1 made of a material susceptible to deformation due to a reaction force that is exerted on the braking system component in correspondence with a braking force and/or torque, during a braking event, such that the component 10, 20, 30, 40, 60 comprises a portion of such PM material whose deformation is locally representative of the braking force and/or braking torque exerted on the braking system.

[0049]. Furthermore, the system 100, 200, 300, 400, 600 comprises at least one strain and/or stress sensor 2, 2?, applied to the aforementioned portion of material susceptible to PM deformation, at a respective predefined and fixed position.

[0050]. In the case of the disc 10, 20, 30 of Figures 1-3, the stresses and strains are associated with the disc bell. Therefore, in the figures the portion PM of the material whose deformation is representative of the braking force and/or braking torque is, for example, identifiable with the external surface of this bell.

[0051]. In the case of a fixed monoblock caliper 40 of figure 4, the stresses and deformations of interest for the measurement are associated with a lateral surface portion of the caliper; the aforementioned portion of PM material representing the deformations is this lateral surface portion positioned between the two fixing points of the caliper.

[0052]. In the case of a floating caliper 60 of Figure 14, the stresses and strains of interest for measurement are associated with a bottom portion of the piston pusher mechanism housing; the aforementioned PM material portion representative of the strains is this bottom portion of the housing.

[0053]. In particular, such at least one strain and/or stress sensor 2, 2? is printed directly on the body 1 of the component 10, 20, 30, 40, 60 of the braking system using the Aerosol Jet Printing methodology or equivalent "additive manufacturing" technology (e.g., Inkjet Printing, plasma/laser/CVD deposition).

[0054]. Such strain and/or stress sensor 2, 2? is configured to detect the strain and/or stress DEF acting locally at the respective position, and to generate at least one respective electrical signal S representative of the detected strain and/or stress DEF.

[0055]. Furthermore, the system 100, 200, 300, 400, 600 comprises electronic interrogation and detection means 3, in particular a conditioning electronics unit in Figures 1-2, operatively associated with the at least one strain and/or stress sensor 2, 2?, to enable the detection of a strain and/or stress by the at least one strain and/or stress sensor and to receive such at least one electrical signal S.

[0056]. In addition, the system 100, 200, 300, 400, 600 comprises an electronic data transmission/reception unit 4 connected to the electronic interrogation and detection means 3. This electronic data transmission/reception unit 4 (transceiver in figures 1-2) is configured to transmit at least a first signal S1, analogue or digital, representative of said at least one electrical signal S.

[0057]. In the case of the system of examples 100, 200, 300, such first signal S1 is transmitted in accordance with a wireless communication mode. For example, such wireless communication mode is in accordance with the Bluetooth Low Energy (BLE) standard.

With reference to the examples of the system 400, 600 of figures 4 and 14 relating to the pliers, such first signal S1 is transmitted, in a first embodiment, in accordance with a wired communication method or more generally in accordance with a non-wireless communication method. In a second embodiment, the transmission of the first signal S1 can occur in wireless mode, for example Bluetooth Low Energy.

[0058]. The system 100, 200, 300, 400, 600 of the invention further comprises a remote control unit 5, external to the component of the braking system of a vehicle 10, 20, 30, 40, 60. This control unit 5 is connected to the electronic data transmission/reception unit 4 to receive the at least one first signal S1.

[0059]. This remote control unit 5 is configured to process the at least one first signal S1 representing the strain and/or effort DEF to obtain and provide a measure of the strain caused on the component 10, 20, 30, 40, 60 of the braking system in correspondence with a braking force and/or torque. In a subsequent phase, it is planned to generate braking torque information starting from the first signal S1 representing the strain DEF, knowing the physics of the component and of the braking system.

[0060]. In an embodiment of the system of the invention, with reference to the figures, such at least one strain and/or stress sensor 2 comprises a printed electrical resistance strain gauge.

[0061]. In particular, such printed electrical resistance strain gauge 2 is constituted by a track of conductive metallic material rigidly applied to an intermediate coating between said track and a metallic substrate which constitutes the body of the clamp or disc. Such intermediate coating is made of electrically insulating material and has a thickness of, for example, between 3 and 10 microns.

Furthermore, for example, the conductive metal track of the strain gauge has a width of about 132 microns and a thickness of between 1.5 and 6 microns.

[0062]. The insulating support layer of the strain gauge having the aforementioned thickness ensures both adhesion to the material of the disk 10, 20 or of the clamp 40, 60 and electrical insulation of the printed sensor. Furthermore, compared to the applied sensors of known type, which have a substrate of insulating material with a thickness of several hundred microns, or are glued to the component, the printed strain gauge used in the system of the invention reduces the attenuation effects in the transfer of stresses from the component to the sensor.

[0063]. With reference to the embodiment examples of Figures 4, 5, 5A, 12, 12A, 13, 13A, the at least one strain and/or stress sensor 2 may comprise a printed full-bridge electrical resistance strain gauge 41 or a printed double half-bridge electrical resistance strain gauge 141 or an electrical resistance strain gauge comprising two printed quarter-bridges 241, as will be clarified below.

[0064]. With reference to the examples of the system 100, 200 of figures 1-2, the electronic interrogation and detection means comprise at least one electronic circuit 3 of the passive or active type applied directly on the body 1 of the component 10, 20 of the braking system to be connected to the printed deformation and/or stress sensor 2.

[0065]. In particular, such passive or active electronic circuit 3 comprises filtering and impedance matching circuit components (passive circuit) or an integrated electronic circuit (active circuit) for a specific application (Application Specific Integrated Circuit - ASIC). Such circuit components or integrated circuit are glued onto the body 1 of the component 10, 20 of the braking system. In a different embodiment shown in figure 11, the electronic components are glued or incorporated onto the connector component.

[0066]. Furthermore, it is planned to produce, using additive manufacturing methods, conductive connection lines 3a between this electronic circuit and the printed strain and/or stress sensor 2 made on the body 1 of the component 10, 20 of the braking system.

[0067]. In an embodiment, the above-mentioned electronic data transmission/reception unit comprises a transceiver 4 applied directly to the body 1 of the component 10, 20 of the braking system and configured to transmit wirelessly the at least one first signal S1, analog or digital, containing the deformation information of the sensor 2.

[0068]. With reference to the example of figure 1, the at least one strain and/or stress sensor 2 comprises a plurality of electrical resistance strain gauges 2 which are independent of each other and printed on the portion of material susceptible to PM deformation.

[0069]. Each of these electrical resistance strain gauges is connected to a respective electronic circuit 3 of the passive or active type applied directly on the body 1 of the component 10 of the braking system.

[0070]. With reference to the example of figure 2, the at least one strain and/or stress sensor 2 comprises a plurality of electrical resistance strain gauges 2 printed on the portion of material susceptible to PM deformation and connected to each other in series, between a first T1 and a second T2 terminal of the plurality of strain gauges.

[0071]. In this case, a single electronic circuit 3 of passive or active type applied directly on the body 1 of the component 20 of the braking system is connected between such first T1 and second T2 terminal.

[0072]. In the exemplary embodiment of the system 300 of Figure 3, the at least one strain and/or stress sensor 2? comprises a sensor based on the magnetoelastic principle.

[0073]. With reference to the example of figure 3, the at least one strain and/or stress sensor based on the magnetoelastic principle comprises a plurality of bands 2? of magnetoelastic material printed directly on the body 1 of the component 30 of the braking system. Furthermore, the electronic interrogation and detection means comprise:

[0074]. - excitation and reading inductors 3 fixed to the braking system, in particular they are integral with the spindle or suspension operatively associated with the component 30 of the braking system, to be facing and maintained at a predetermined distance from the bands 2? in magnetoelastic material, and [0075]. - a respective electronic control circuit 3? configured to electrically excite the aforementioned inductors 3 and to measure variations in the magnetic field caused by the deformations detected by this at least one sensor.

[0076]. In this example, the sensor is therefore rotating and the detection of the signal S representing the deformation occurs in a non-contact mode, that is, it is not necessary to have wired connections to the sensor which can therefore have a sensitive part 2? located on a rotating member, for example printed directly on the mechanical structure of the disk 30, and by excitation and reading inductors 3 which are fixed to the clamp or integral with the spindle.

[0077]. Referring to Figure 5A, a circuit diagram of a full-bridge strain gauge circuit 41 printed on the brake caliper 40 of the system of Figures 4, 5 is described.

[0078]. In particular, such full-bridge strain gauge 41 comprises four electrical resistance strain gauges 41a, 41b, 41c, 41d which are independent of each other and printed on the portion of material susceptible to PM deformation.

[0079]. Each of these electrical resistance strain gauges 41a, 41b, 41c, 41d is connected between two of four electrical terminals or contact pads, specifically a first P1, a second P2, a third P3 and a fourth P4 terminal, also shown in figure 5. Through four electrical terminals, the full bridge strain gauge 41 is connected to a respective electronic circuit 3 (Front End) of the passive or active type described in reference to the system of figure 4, which, in one example, can be external to the body 1 of the caliper 40 of the braking system (Outside caliper) or, in another example, can be on the caliper 40 (On caliper).

[0080]. Referring to Figure 12A, a circuit diagram of a Dual Half-Bridge strain gauge circuit 141 printed on the brake caliper 40 of the system of Figures 4, 12 is described.

[0081]. In particular, such double half-bridge strain gauge 141 comprises four electrical resistance strain gauges 41a, 41b, 41c, 41d which are independent of each other and printed on the portion of material susceptible to PM deformation.

[0082]. Each of such electrical resistance strain gauges 41a, 41b, 41c, 41d is connected between two of six electrical contact terminals, specifically a first P1?, a second P2?, a third P3?, a fourth P4?, a fifth P5? and a sixth P6? terminal, also shown in figure 12.

[0083]. Through the first P1?, the second P2? and the fifth P5? electrical terminal, the electrical resistance strain gauges 41a, 41b of one of the half-bridges of the strain gauge 141 are connected to a respective first electronic circuit 3? (Front End) of the passive or active type described in reference to the system of figure 4, which can be either external or applied to the body 1 of the caliper 40 of the braking system (On or Outside caliper).

[0084]. Through the third P3?, the fourth P4? and the sixth P6? electrical terminal, the electrical resistance strain gauges 41c, 41d of the other half-bridges of the strain gauge 141 are connected to a respective second electronic circuit 3?? (Front End) of the passive or active type described in reference to the system of figure 4, which can be either external or applied to the body 1 of the caliper 40 of the braking system (On or Outside caliper).

[0085]. Referring to FIG. 13A, a circuit diagram of one of two quarter-bridge strain gauge circuits 241 printed on the brake caliper 40 of the system of FIGS. 4, 13 is disclosed.

[0086]. In particular, such quarter-bridge strain gauge 241 comprises an electrical resistance strain gauge 42b1 printed on the portion of material susceptible to PM deformation. Such electrical resistance strain gauge 42b1 is directly connected to a first electrical contact terminal P1?? and to a third electrical terminal P3??, and is connected to a second electrical contact terminal P2?? through a printed resistor 42b2 (R2), i.e. the half-bridge completion resistor, which is not subjected to stress following deformation. Such terminals P1??, P3?? and P2?? are also shown in Figure 13.

[0087]. Through the first P1??, the second P2?? and the third P3?? electrical terminal, the printed quarter-bridge strain gauge 241 is connected both to a respective electronic circuit 3 (Front End) of the passive or active type described in reference to the system of figure 4, which can be either external or applied to the body 1 of the caliper 40 of the braking system (On or Outside caliper), comprising at least two further resistors R1, R3 to complete the measuring bridge.

[0088]. Referring to the example of Figure 14, the system 600 is configured to detect and measure the mechanical deformations associated with a floating type brake caliper 60, as mentioned above, wherein such floating caliper 60 includes the printed sensor 2 positioned on the bottom of the piston pusher mechanism PM housing.

[0089]. In particular, in order to reduce both the cost and the size of the electromechanical floating caliper 60, such printed sensor 2 is used to replace an assembled force sensor, which usually equips the braking system, so as to transform such bottom of the housing of the piston push mechanism PM of the caliper into a sensor.

[0090]. As is known, the bottom of the piston pusher housing is that part of the caliper body that performs an axial support function for the components mounted inside the caliper itself. It is therefore an element already provided for within the system, which is associated with the performance of an additional function. This additional function consists in monitoring the axial reaction force discharged by the ball screw mechanism of the floating caliper or by other axial force generation devices.

The detection of the above force requires a measurement of the deformation of the bottom of the PM piston pusher mechanism housing. In particular, using simulations with FEM (Finite Element Method) models it is possible to identify circumscribed areas of the bottom of the housing where the deformations are greater. The strain gauges are printed in these areas according to pre-defined geometries that maximize the increase in resistance in relation to the load.

[0091]. With reference to the example of figures 14, 15, 16, 17, the strain and/or stress sensor 2 comprises two electrical resistance strain gauges 341 which are independent of each other and printed on the bottom of the housing of the piston pusher mechanism PM.

[0092]. In particular, with reference to FIG. 17 , each such electrical resistance strain gauge 341 comprises a conductive coil in the shape of a circumferential arc configured to be printed so as to be proximal to a circumferential edge 65 of the bottom of the PM housing of the piston pusher mechanism. Such conductive coils 341 are printed at positions opposite to an axis orthogonal to the bottom. Furthermore, each printed strain gauge 341 comprises electrical contact pads 66.

[0093]. Furthermore, as shown in Figure 16, each printed electrical resistance strain gauge 341 includes an intermediate coating 67 between the conductive coil 341 and the metal substrate that forms the bottom of the housing. In particular, this coil of conductive metal material is rigidly applied to the intermediate coating 67. This intermediate coating 67, which may comprise two or more layers, is made of insulating material and has a thickness of, for example, between 3 and 10 microns.

[0094]. With reference to figures 14, 18-19, an electrical interface element 68 associated with the printed sensor 2 positioned on the bottom of the housing of the PM push mechanism of the floating caliper piston of figure 14 is described below.

[0095]. In particular, this electrical interface element 68 is configured to electrically connect the contact pads 66 of the printed strain gauges 341 with the electronic data transmission/reception unit 3 and, consequently, with the processing unit 5 which processes and measures the axial force.

[0096]. In the example shown in the figures, the electrical interface element 68 takes the form of a busbar. This busbar 68 comprises a ring 69 made of plastic material that can be fixed to the floating clamp 60 by means of pins 70, in particular at least four pins that are co-molded into the ring 69. These pins have the function of fixing, by means of interference fit (pressfit), the busbar 68 to the body of the clamp 60. Furthermore, for each of the printed strain gauges 341, the busbar 68 comprises two overmolded metal plates 71. Since there are two strain gauges 341, in the example shown in the figures, the metal plates 71 are four in total.

[0097]. Each blade 71 is cut and folded so as to comprise a first terminal 71a and a second terminal 71b.

[0098]. Each blade 71 is overmolded onto the plastic ring 69 so that the first terminal of the blade 71a protrudes orthogonally from the ring 69, as shown in figure 18, resulting in being positioned parallel to the axis of the piston of the caliper 60. This first terminal 71a of the blade 71 is configured to be connected to the electronic units 3, 5 mentioned above or to specific wiring units.

[0099]. The second terminal 71b of each blade 71 is configured to contact one of the pads 66 of the strain gauge 341 when the busbar 68 is fixed by the pins 70 to the body of the clamp 60. To prevent the electrical contact between the terminal 71 and the pads 66 from being interrupted as a result of shocks and vibrations, the blades 71 are preloaded, that is, they are elastically deformed during the assembly of the busbar 68 which is compressed against the body of the clamp 60 and retained by the pins 70.

The solution described above is achieved by using multiple press-fits that are overmolded into the plastic body of the busbar.

[00100]. With reference to Figure 6, the operational steps of a method 500 for detecting and measuring mechanical deformations associated with a component 10, 20, 30, 40, 60 of a vehicle braking system, for example a brake disc 10, 20, 30 or a brake caliper 40, 60 determined by forces or torques generated during a braking event are described in more detail below.

[00101]. The detection and measurement method 500 of Figure 6 begins with a symbolic start phase ?STR? and ends with a symbolic end phase ?ED?.

[00102]. In the most general embodiment, the method 500 comprises a step of making available 501 at least one component 10, 20, 30, 40, 60 of the vehicle braking system, having a body 1 made of a material susceptible to deformation due to a reaction force that is exerted on the component 10, 20, 30, 40, 60 of the braking system in correspondence with a braking force and/or torque, during a braking event.

[00103]. In this way, the component 10, 20, 30, 40, 60 comprises a portion of such PM material whose deformation is locally representative of the braking force and/or braking torque exerted on the braking system.

[00104]. The method 500 further comprises a printing step 502 directly on the body 1 of the component 10, 20, 30, 40, 60 of the braking system, using the Aerosol Jet Printing methodology or an alternative equivalent "additive manufacturing" methodology, of at least one strain and/or stress sensor 2, 2?. This occurs in the portion of material susceptible to PM deformation, in correspondence with a respective predefined and fixed position.

[00105]. The method 500 includes a detection step 503, by the at least one strain and/or stress sensor 2, 2?, of the strain and/or stress DEF acting locally in the respective position, to generate at least one electrical signal S representative of the detected strain and/or stress DEF.

[00106]. The method 500 provides, in particular, an enabling step 504, by electronic interrogation and detection means 3 operatively associated with the at least one strain and/or stress sensor 2, 2?, of the detection of a strain and/or stress to receive the at least one electrical signal S.

[00107]. Furthermore, the method 500 provides for transmitting 505, by an electronic data transmission/reception unit 4 connected to the electronic interrogation and detection means 3, at least a first signal S1, analog or digital, representative of said at least one electrical signal S. Such transmission, in particular, occurs in accordance with a wireless communication method, for example Bluetooth Low Energy (BLE), or by means of wired communication.

[00108]. The method 500 also provides a reception phase 506 of such at least one first signal S1 by a remote control unit 5, external to the component 10, 20, 30, 40, 60 of the vehicle braking system, connected to the electronic data transmission/reception unit 4.

[00109]. In particular, the method 500 comprises a processing step 507, by such remote control unit 5, of said at least one first signal S1 representative of the deformation and/or stress DEF to obtain and provide a measure of the deformation caused on the component 10, 20, 30, 40, 60 of the braking system in correspondence with a braking force and/or torque.

In particular, this measure of the deformation corresponding to the braking force and/or torque can be represented by a signal that can be further processed. In greater detail, this processing phase 507 includes a phase of generating 508 braking torque information starting from the first signal S1 representing the deformation and/or effort DEF, knowing the physics of the component and the braking system.

[00110]. In this regard, figure 5B illustrates, as a function of time, graphs which from top to bottom are representative of, respectively:

- a voltage signal VO output from the printed full-bridge resistance strain gauge of figure 5,

- a signal representing the vehicle speed v1, - a braking torque signal b1,

- a pressure signal P1,

- a brake disc temperature signal TD,

- a temperature signal TP1 of the caliper associated with the brake disc of the examples in figures 1-2,

- a temperature signal TP2 of the caliper associated with the brake disc of the examples in figure 3.

[00111]. In particular, the system of the invention allows the aforementioned signals to be correlated with the first signal S1, for example in tension, representative of the deformation and/or stress DEF detected with the strain gauge.

[00112]. Note that the vehicle speed v1 is acquired through a respective sensor, in particular an encoder mounted on the bench, and is used to correlate the voltage signal VO=S1 of the bridge with the direction of travel of the vehicle.

[00113]. Furthermore, the braking torque signal b1 is acquired by a torque transducer mounted on the test shaft and is used to calibrate the signal S1=VO obtained from the electrical resistance bridge strain gauge, this torque transducer being a reference sensor of the system.

[00114]. With reference to the pressure signal P1, the relative pressure sensor can be mounted on the bench or on the vehicle. This pressure signal P1 is linked to the braking torque b1, in particular from this pressure signal P1 it is possible to obtain an estimate of the braking torque.

[00115]. The temperature signals of the TD disk and of the TP1 and TP22 clamps are obtained from thermocouples. In particular, the temperature signals of the TP1, TP2 clamps can be used advantageously in system compensation logics to remove the temperature dependence in the post-processing phase.

[00116]. According to an embodiment example, the method 500 for detecting and measuring mechanical deformations, furthermore, comprises the step of applying directly on the body 1 of the component 10, 20 of the braking system:

[00117]. - at least one electronic circuit 3 of passive or active type to be connected to the printed strain and/or stress sensor 2,

[00118]. - a transceiver 4 connected to such at least one electronic circuit 3 of passive or active type.

[00119]. In more detail, method 500 includes the steps of:

[00120]. - gluing, on the body 1 of the component 10, 20 of the braking system, said at least one electronic circuit 3 of the passive or active type which includes filtering and impedance matching circuit components or an integrated electronic circuit for specific application (Application Specific Integrated Circuit - ASIC),

[00121]. - producing, using additive manufacturing methods, on the body 1 of the component 10, 20 of the braking system, conductive connection lines 3a between such at least one electronic circuit 3 and the printed deformation and/or stress sensor 2.

[00122]. In an embodiment, the aforementioned printing step 502 of the method 500 comprises a step of printing, on the portion of material susceptible to PM deformation, a plurality of mutually independent electrical resistance strain gauges 2.

[00123]. Each of these electrical resistance strain gauges is connected to a respective electronic circuit 3 of the passive or active type applied directly on the body 1 of the component 10, 20 of the braking system. In the example in figure 1, there are four independent electrical resistance strain gauges 2.

[00124]. In an alternative embodiment, the aforementioned printing step 502 of the method 500 comprises a step of printing, on the portion of material susceptible to PM deformation, a plurality of electrical resistance strain gauges 2 connected to each other in series, between a first T1 and a second T2 terminal of the plurality of strain gauges. In the example of figure 2, the electrical resistance strain gauges 2 connected to each other in series and to the terminals T1 and T2 are four.

[00125]. In this case, a single electronic circuit 3 of passive or active type applied directly on the body 1 of the component 10, 20 of the braking system is connected between the aforementioned first T1 and second T2 terminals.

[00126]. In a further alternative embodiment, the aforementioned printing step 502 of the method 500 comprises the steps of:

[00127]. - printing a plurality of bands 2? of magnetoelastic material directly onto the body 1 of the braking system component 30,

[00128]. - attach excitation and reading inductors 3 to the braking system, in particular integral with the spindle or suspension operationally associated with the component 30 of the braking system to be facing and maintained at a pre-set distance from the bands 2? in magnetoelastic material, and

[00129]. - electrically excite the aforementioned inductors 3 by means of a respective electronic control circuit 3? to measure variations in the magnetic field caused by the deformations detected by the sensor.

[00130]. Figure 7 represents a simulation performed on the clamp 40 to define a method of identifying optimal orientation directions of the full-bridge or double half-bridge strain gauge of Figures 5, 5A or Figures 12, 12A by calculation according to the Finite Element Method (FEM).

[00131]. Similarly, Figure 8 represents a simulation performed on the clamp 40 to define a method of identifying optimal orientation directions of two unidirectional quarter-bridge strain gauges and related completion resistances of the half-bridges of Figures 13, 13A by calculation according to the Finite Element Method (FEM).

[00132]. Note that the two figures 7 and 8 are both structural FEM calculations that allow to highlight the different position of the two strain gauge configurations with respect to the stress directions.

[00133]. With reference to figures 7-8, it is possible to foresee that the at least one strain and/or stress sensor 2 comprises a printed full-bridge electrical resistance strain gauge 41 or two printed half-bridge strain gauges 141 or two quarter-bridge strain gauges 241 positioned appropriately with respect to the stress directions identified with the FEM.

[00134]. In this case, the step of printing 502 method 500 of the invention comprises a step of identifying orientation directions of the printed wires forming the full-bridge strain gauge 41 or of the printed wires forming the printed double half-bridge strain gauge 141 or of the printed wires forming the two printed quarter-bridge strain gauges 241 by calculation in accordance with the Finite Element Method (FEM) configured to maximize the detection of said mechanical deformations.

[00135]. In particular, a FEM structural calculation is performed by setting the maximum and minimum braking loads expected for the application as mechanical loads and the directions of the major (Major) and minor (Minor) stress tensor are analyzed on the basis of these results. The directions of the major (Major) stress tensor can be traced back to extension stresses and the directions of the minor (Minor) stress tensor to compression stresses. Finally, once the maximum extension and compression areas and directions have been identified, the strain gauge geometries are defined with them in order to maximize their elongation or compression following the braking event.

[00136]. Note that in Figure 7, the above-mentioned printed full-bridge electrical resistance strain gauge 41 is schematically depicted indicating the location and orientation of first 41a,41b and second 41c,41d printable full-bridge strain gauge elements on the PM portion of the caliper material 40 whose deformation is representative of the braking force and/or braking torque.

[00137]. Such first 41a, 41b and second 41c, 41d printable strain gauge elements are, for example, each made of two overlapping wires or electrical tracks as shown in Figures 5 and 9.

[00138]. Note that in Figure 8, the aforementioned two printed quarter-bridge electrical resistance strain gauges 241 are schematically depicted indicating the position and orientation of a respective first half-bridge 42a and a second half-bridge 42b printable on the PM portion of the caliper material 40 whose deformation is representative of the braking force and/or braking torque.

[00139]. In particular, the quarter-bridge electrical resistance strain gauge 241 is assumed to be positioned in the area where the stresses are maximum and oriented parallel to the direction of the major stress tensor (Major). To complete the half-bridge, a second electrical resistance is printed in a portion of the surface where the stresses are lower and directed with the tracks oriented perpendicular to the direction of the major stress tensor (Major), so that this resistor minimizes its resistance variations upon application of the braking load.

[00140]. Each of the aforementioned components of the first 42a and second 42b printable half-bridge is, for example, made up of two wires or electrical tracks 42b1, 42b2 of different size and orientation as shown in figure 10. Furthermore, figure 10 includes a schematic representation of each of such electrical tracks 42b1, 42b2 of the strain gauge in which the direction and sense of extension (sensing) of the strain gauge are indicated by an arrow. In particular, the first arrow 51 indicates the direction and sense of sensing of the strain gauge associated with the first electrical track 42b1, the second arrow 52 indicates the direction and sense of sensing of the strain gauge associated with the second electrical track 42b2.

[00141]. Figure 11 schematically shows a solution for an electrical connection to an external circuitry of the printed strain gauges 41 on the brake caliper 40 of the system of Figure 4.

[00142]. This electrical connection comprises a co-molded housing 45 which is fixed to the clamp 40 by means of pins or screws or by gluing. This housing 45 is configured to contain the terminals for the electrical connection with the four pads P1, P2, P3, P4 of the sensor 41 (see in this regard figures 5 and 5A). The electrical contact between these terminals and the pads printed on the component can occur by means of a suitable connection mechanism, for example welding or spring contact. This electrical connection also comprises an electrical connector 47.

[00143]. In an alternative embodiment, the housing 45 can accommodate an active or passive electronic circuit, in particular the devices 3, 4 described above and in one embodiment also the device 5.

[00144]. To ensure assembly and electrical connection with the printed sensors, the housing 45 can be composed of two pieces to leave the area that houses the contacts accessible. In this case, there is an interconnection cover 46 positioned near the printed sensor.

[00145]. In any case, the seal between the housing 45 and the sensing area is guaranteed by means of a suitable gasket or seal, single or multiple.

[00146]. The system for detecting and measuring mechanical deformations associated with a component of a vehicle's braking system and the related method have several advantages and achieve the intended purposes.

[00147]. In fact, printing conductive and insulating materials using Aerosol Jet Printing technology provides advantages in terms of the multiplicity of usable materials, printing precision and adaptability to non-flat surfaces.

[00148]. Furthermore, the execution of a sintering and polymerization phase directly on the surface of the printed mechanical parts in a controlled manner (in terms of position and size) allows the creation of components such as sensors, interconnections, pads, antennas that create measurement and monitoring systems for the object itself on which they are printed.

[00149]. The advantage in all the cases described above is the possibility of printing sensors directly on the mechanical structure allowing direct contact of the sensitive part with the substrate to be monitored.

[00150]. Furthermore, the interconnection tracks can also be made directly on the mechanical structure in order to simplify the wiring phase of the individual strain gauges, with a consequent reduction in size and weight.

[00151]. Furthermore, it is possible to provide for the fixing of the circuit electronic components to the tracks and pads. In this way, the use of circuit boards is avoided and the use of connectors for wiring the circuits is reduced. This allows the circuit topology to be simplified, and the overall dimensions and final weight of the system to be reduced.

[00152]. In addition, the geometric shape of the sensors is designed to have the maximum variation in resistance with respect to the specific stressed areas (in a non-uniform way) that cover an area of a few square centimeters. This is possible in an effective and economical way only by directly designing the strain gauges on the body of the caliper or disc, which may have a surface that is not perfectly smooth and planar.

[00153]. Furthermore, the integration of sensors in printing is not invasive with the production process phases of the caliper or disc: it does not require additional cooking processes that can be critical for the components and is inserted at the end of the assembly process.

[00154]. To the embodiments of the system and method described above, a person skilled in the art, in order to satisfy contingent needs, may make modifications, adaptations and replacements of elements with other functionally equivalent ones, without departing from the scope of the following claims. Each of the characteristics described as belonging to a possible embodiment may be realized independently of the other embodiments described.

Claims (22)

1. System (100; 200; 300; 400; 600) for detecting and measuring mechanical deformations associated with a component (10; 20; 30; 40; 60) of a vehicle braking system, determined by forces or torques generated during a braking event, comprising: - at least one component (10; 20; 30; 40; 60) of the vehicle's braking system, comprising: - a body (1) made of a material susceptible to deformation due to a reaction force which is exerted on the component (10; 20; 30; 40; 60) of the braking system in correspondence with a braking force and/or torque, during a braking event, such that the component (10; 20; 30; 40; 60) comprises a portion of said material (PM) whose deformation is locally representative of the braking force and/or braking torque exerted on the braking system; - at least one strain and/or stress sensor (2; 2?), applied to said portion of material susceptible to deformation (PM), at a respective predefined and fixed position, wherein said at least one strain and/or effort sensor (2; 2?) is printed directly on the body (1) of the component (10; 20; 30; 40; 60) of the braking system using the Aerosol Jet Printing methodology or equivalent "additive manufacturing" technology, and configured to detect the strain and/or effort (DEF) acting locally in the respective position, and to generate at least one respective electrical signal (S) representative of the detected strain and/or effort (DEF); - electronic interrogation and detection means (3) operatively associated with said at least one strain and/or stress sensor (2; 2?), to enable the detection of a strain and/or stress by the at least one strain and/or stress sensor and to receive said at least one electrical signal (S); - an electronic data transmission/reception unit (4) connected to said electronic interrogation and detection means (3), said electronic data transmission/reception unit (4) being configured to transmit at least a first signal (S1), analogue or digital, representative of said at least one electrical signal (S); - a remote control unit (5), external to said component (10; 20; 30; 40; 60) of the braking system of a vehicle, connected to said electronic data transmission/reception unit (4) to receive said at least one first signal (S1), said remote control unit (5) being configured to process said at least one first signal (S1) representative of the deformation and/or effort (DEF) to obtain and provide a measure of the deformation caused on the component (10; 20; 30; 40; 60) of the braking system in correspondence with a braking force and/or torque. 2. System (100; 200; 400; 600) for detecting and measuring mechanical deformations according to claim 1, wherein said at least one strain and/or stress sensor (2) comprises a printed electrical resistance strain gauge. 3. System (300) for detecting and measuring mechanical deformations according to claim 1, wherein said at least one strain and/or stress sensor (2?) comprises a printed sensor based on the magnetoelastic principle. 4. System (100; 200) for detecting and measuring mechanical deformations according to claim 1 or 2, wherein the electronic interrogation and detection means comprise at least one electronic circuit (3), of a passive or active type, applied directly on the body (1) of the braking system component (10; 20) to be connected to the printed deformation and/or stress sensor (2). 5. System (100; 200) for detecting and measuring mechanical deformations according to claim 4, wherein the at least one electronic circuit (3) of the passive or active type comprises filtering and impedance matching circuit components or an application-specific integrated electronic circuit (Application Specific Integrated Circuit -ASIC), glued onto the body (1) of the component (10; 20) of the braking system, and conductive connection lines (3a) between said electronic circuit and the printed deformation and/or stress sensor (2) made on the body (1) of the component (10; 20) of the braking system with additive manufacturing methods. 6. System (100; 200) for detecting and measuring mechanical deformations according to claim 1 or 2, wherein said electronic data transmission/reception unit comprises a transceiver (4) applied directly on the body (1) of the component (10; 20) of the braking system and configured to transmit, in wireless mode, said at least one first signal (S1), analogue or digital, containing the deformation information of the sensor (2). 7. System (100; 200) for detecting and measuring mechanical deformations according to claim 1, wherein said at least one deformation and/or stress sensor (2) comprises a plurality of electrical resistance strain gauges (2) independent of each other and printed on said portion of material susceptible to deformation (PM), each of said electrical resistance strain gauges being connected to a respective electronic circuit (3) of the passive or active type applied directly on the body (1) of the component (10; 20) of the braking system. 8. System (100; 200) for detecting and measuring mechanical deformations according to claim 1, wherein said at least one strain and/or stress sensor (2) comprises a plurality of electrical resistance strain gauges (2) printed on said portion of material susceptible to deformation (PM) and connected to each other in series, between a first (T1) and a second (T2) terminal of the plurality of strain gauges, a single electronic circuit (3) of passive or active type applied directly on the body (1) of the component (10; 20) of the braking system being connected between said first (T1) and second (T2) terminal. 9. System (300) for detecting and measuring mechanical deformations according to claim 3, wherein said at least one deformation and/or stress sensor based on the magnetoelastic principle comprises a plurality of bands (2?) of magnetoelastic material printed directly on the body (1) of the component (30) of the braking system and said electronic interrogation and detection means comprise: excitation and reading inductors (3) fixed to the braking system to be faced and maintained at a predetermined distance from the bands (2?) of magnetoelastic material, and a respective electronic control circuit (3?) configured to electrically excite said inductors (3) and measure variations in the magnetic field caused by the deformations detected by said at least one sensor. 10. System (100; 200; 400; 600) for detecting and measuring mechanical deformations according to claim 2, wherein said printed electrical resistance strain gauge (2) is constituted by a grid of metal wire rigidly applied to a support made of electrically insulating material having a thickness between 3 and 10 microns. 11. System (400) for detecting and measuring mechanical deformations according to claim 1, wherein said at least one strain and/or stress sensor (2) comprises a printed full-bridge electrical resistance strain gauge (41) or a printed double half-bridge electrical resistance strain gauge (141) or an electrical resistance strain gauge comprising two printed quarter-bridges (241). 12. System (100; 200; 300; 400; 600) for detecting and measuring mechanical deformations according to any of the preceding claims wherein said component of a vehicle braking system is a brake caliper (40; 60) or a brake disc (10; 20; 30). 13. System (600) for detecting and measuring mechanical deformations according to claim 12, wherein said at least one strain and/or stress sensor (2) comprises two independent electrical resistance strain gauges (341) printed on the bottom of the housing of the piston push mechanism (PM) of the floating type brake caliper (60). 14. A system (600) for detecting and measuring mechanical strains according to claim 13, wherein each of said electrical resistance strain gauges (341) comprises a conductive coil in the shape of a circumferential arc molded to be proximal to a circumferential edge (65) of the bottom of the piston pusher mechanism (PM) housing, said conductive coils being molded at opposite positions with respect to an axis orthogonal to said bottom of the housing. 15. Method (500) for detecting and measuring mechanical deformations associated with a component (10; 20; 30; 40; 60) of a vehicle braking system, determined by forces or torques generated during a braking event, comprising the steps of: - making available (501) at least one component (10; 20; 30; 40; 60) of the vehicle braking system, having a body (1) made of a material susceptible to deformation due to a reaction force that is exerted on the component (10; 20; 30; 40; 60) of the braking system in correspondence with a braking force and/or torque, during a braking event, so that the component (10; 20; 30; 40; 60) comprises a portion of said material (PM) whose deformation is locally representative of the braking force and/or braking torque exerted on the braking system; - printing (502) directly on the body (1) of the component (10; 20; 30; 40; 60) of the braking system, by means of the Aerosol Jet Printing methodology or ?additive manufacturing? technology. equivalent, at least one strain and/or stress sensor (2; 2?), in said portion of material susceptible to deformation (PM), at a respective predefined and fixed position; - detecting (503), by the at least one strain and/or stress sensor (2; 2?), the strain and/or stress (DEF) acting locally in the respective position, to generate at least one electrical signal (S) representative of the detected strain and/or stress (DEF); - said detecting step comprising a step of enabling (504), by electronic interrogation and detection means (3) operatively associated with said at least one strain and/or stress sensor (2; 2?), the detection of a strain and/or stress to receive said at least one electrical signal (S); - transmit (505), by an electronic data transmission/reception unit (4) connected to said electronic interrogation and detection means (3), at least a first signal (S1), analogue or digital, representative of said at least one electrical signal (S); - receiving (506) said at least one first signal (S1) from a remote control unit (5), external to said component of a braking system of a vehicle (10; 20; 30; 40), connected to said electronic data transmission/reception unit (4); - processing (507), by said remote control unit (5), said at least one first signal (S1) representative of the deformation and/or stress (DEF) to obtain and provide a measure of the deformation caused on the component (10; 20; 30; 40; 60) of the braking system in correspondence with a braking force and/or torque. 16. Method (500) for detecting and measuring mechanical deformations according to claim 15, further comprising the step of applying directly on the body (1) of the component (10; 20) of the braking system: - at least one electronic circuit (3) of passive or active type to be connected to the printed strain and/or stress sensor (2), - a transceiver (4) connected to said at least one electronic circuit (3) of the passive or active type. 17. A method (500) for detecting and measuring mechanical deformations according to claim 16, further comprising the steps of: - gluing, on the body (1) of the component (10; 20) of the braking system, said at least one electronic circuit (3) of the passive or active type comprising filtering and impedance matching circuit components or an integrated electronic circuit for specific application (Application Specific Integrated Circuit -ASIC), - producing, using additive manufacturing methods, on the body (1) of the component (10; 20) of the braking system, conductive connection lines (3a) between said at least one electronic circuit (3) and the printed deformation and/or stress sensor (2). 18. Method (500) for detecting and measuring mechanical deformations according to claim 15, wherein said printing step (502) comprises a step of printing, on said portion of material susceptible to deformation (PM), a plurality of electrical resistance strain gauges (2) independent of each other, each of said electrical resistance strain gauges being connected to a respective electronic circuit (3) of a passive or active type applied directly on the body (1) of the component (10; 20) of the braking system. 19. Method (500) for detecting and measuring mechanical deformations according to claim 15, wherein said printing step (502) comprises the step of printing, on said portion of material susceptible to deformation (PM), a plurality of electrical resistance strain gauges (2) connected to each other in series, between a first (T1) and a second (T2) terminal of the plurality of strain gauges, a single electronic circuit (3) of passive or active type applied directly on the body (1) of the component (10; 20) of the braking system being connected between said first (T1) and second (T2) terminal. 20. A method (500) for detecting and measuring mechanical deformations according to claim 15, wherein said printing step (502) comprises the steps of: - print a plurality of bands (2?) of magnetoelastic material directly on the body (1) of the component (10; 20) of the braking system, the method also includes the following phases: - fix excitation and reading inductors (3) to the braking system to be facing and maintained at a pre-set distance from the bands (2?) in magnetoelastic material, and - electrically excite said inductors (3) by means of a respective electronic control circuit (3?) to measure variations in the magnetic field caused by the deformations detected by the sensor. 21. A method (500) for detecting and measuring mechanical deformations according to claim 15, wherein the at least one strain and/or stress sensor (2) comprises a printed full-bridge electrical resistance strain gauge (41) or a printed double half-bridge electrical resistance strain gauge (141) or an electrical resistance strain gauge comprising two printed quarter-bridges (241), and said printing step (502) comprises the step of identifying orientation directions of the printed metal wires forming the full-bridge strain gauge (41) or of the printed double half-bridge (141) or of the two printed quarter-bridges (241) by calculation according to the Finite Element Method (FEM) configured to maximize the detection of said mechanical deformations. 22. Method (500) for detecting and measuring mechanical deformations according to claim 15, wherein said processing step (507) includes a step of generating (508) braking torque information starting from the first signal (S1) representative of the deformation and/or stress (DEF), knowing the physics of the component and the brake system.