Patent Description:
A brake system is absolutely necessary for a vehicle. This is because a vehicle that cannot be stopped cannot travel. Therefore, for the safety of passengers, the stability of a brake system cannot be emphasized enough.

Recently, as an interest in autonomous vehicles and electric vehicles has increased, brake systems have also been required to have stronger braking power and stability. To this end, an electronic master booster has been used instead of the conventional hydraulic system, and an integrated dynamic brake (IDB) system, in which an anti-lock brake system (ABS) and an electronic stability control (ESC) system are integrated, has been developed. The use of such an IDB system has made it possible to reduce the size and weight of a brake system and has brought results of providing various functions and significantly improving stability.

However, since such an IDB system includes many electronic devices, the IDB system always has a risk of a failure. When, during driving of a vehicle, a brake system fails and is in an inoperable state, it can lead to a serious accident, and thus, it is necessary to prepare for the inoperable state of the brake system.

The inventors of the present invention have made efforts to solve the problems of brake systems according to the related art. As a result, the inventors of the present invention have completed the present invention after much effort to complete a system capable of normally operating a brake system in response to an unexpected situation even when a part of the brake system fails.

<CIT> discloses a dual MCU control system applied to an automobile electronic parking brake, thus providing a redundant backup of the control system.

The present invention is directed to providing a brake system in which an entire system can operate normally even when a part of the system fails.

Meanwhile, other objects of the present invention which are not explicitly stated will be further considered within the scope easily deduced from the following detailed description and the effects thereof.

This problem is solved by an electronic control unit structure of a brake system according to claim <NUM>. According to an exemplary embodiment of the present invention, an electronic control unit (ECU) structure of a brake system includes a first control unit in which a first microcontroller unit (MCU) is disposed, a first cover positioned below the first control unit, a second control unit which is positioned below the first cover and in which a second MCU is disposed, a second cover positioned below the second control unit, and a housing positioned above the first control unit, wherein a dual winding motor is connected to the first control unit and the second control unit, and a motor position sensor, a coil, a pedal sensor, and a pressure sensor are connected to the first control unit or the second control unit.

The first control unit and the second control unit may be positioned in spaces that are physically separated by the first cover.

The first control unit and the second control unit may be connected to each other through a bus bar.

A first connector of the dual winding motor may be connected to the first control unit, a second connector of the dual winding motor may be connected to the second control unit, and an opening, through which the second connector of the dual winding motor is connected to the second control unit, may be formed in the first cover.

The pressure sensor may be connected to the first control unit through a contact spring, and the pressure sensor may be connected to the second control unit through a pattern of the first control unit and a bus bar between the first control unit and the second control unit.

The pressure sensor may include a first pressure sensor, a second pressure sensor, and a third pressure sensor, the first pressure sensor and the second pressure sensor may be connected directly to the first control unit and are connected to the first MCU through a pattern of the first control unit, and the third pressure sensor may be connected to the first control unit, may be connected to a bus bar, which connects the first control unit and the second control unit, though a pattern of the first control unit, and may be connected to the second MCU through a pattern of the second control unit connected to the bus bar.

The third pressure sensor may perform the same function as the first and second pressure sensors when the first and second pressure sensors fail and may perform a function in a state in which performance is degraded as compared with a case in which the first and second pressure sensors operate simultaneously.

The motor position sensor configured to measure a rotational position of the dual winding motor may be connected to the first control unit and may be connected to the second control unit through a bus bar between the first control unit and the second control unit.

The coil may include a first coil and a second coil, the first coil and the second coil may be connected to the first control unit, and the second coil may be connected to the second control unit through a pattern of the first control unit and a bus bar configured to connect the first control unit and the second control unit.

According to the present invention, by providing redundant printed circuit boards (PCBs) having the same structure, even when one PCB fails, the redundant PCB performs the same function, and thus, it is possible to cope with an emergency situation, thereby increasing stability.

In addition, by providing a stacked structure of a PCB, there is an advantage that a brake system can be miniaturized.

Meanwhile, even if the effects are not explicitly mentioned here, the effects described in the following specification, which are expected by the technical characteristics of the present invention, and the provisional effects thereof are handled as described in the specification of the present invention.

<IMG> The accompanying drawings are included to provide a further understanding of the technical idea of the present invention, and thus the scope of the present invention is not limited thereto.

Hereinafter, a configuration of the present invention guided by various exemplary embodiments of the present invention and effects resulting from the configuration will be described with reference to the accompanying drawings. In describing the present invention, the detailed descriptions of the related known-functions that are obvious to a person skilled in the art and would unnecessarily obscure the subject of the present invention are omitted.

Terms such as "first," "second," and the like may be used to describe various components, but the components should not be limited by the above terms. The terms may be used only for the purpose of distinguishing one component from another component. For example, without departing from the scope of the present invention, a "first component" may be called a "second component," and similarly, a "second component" may also be called a "first component. " In addition, a singular expression may include a plural expression, unless otherwise specified. The terms used in the exemplary embodiments of the present invention may be interpreted with the commonly known meaning to those of ordinary skill in the relevant technical field unless otherwise specified.

Hereinafter, a configuration of the present invention guided by various exemplary embodiments of the present invention and effects resulting from the configuration will be described with reference to the accompanying drawings.

<FIG> is a schematic structural diagram of the entirety of a brake system according to an exemplary embodiment of the present invention.

The brake system includes a reservoir <NUM>, a master cylinder <NUM>, a hydraulic pressure supply device <NUM>, a hydraulic control unit <NUM>, a dump control unit <NUM>, valves and sensors for controlling flow paths, and an electronic control unit (ECU) for controlling the components.

The reservoir <NUM> stores a pressure medium that flows along a flow path to generate pressure. The pressure medium flows to a required place according to an adjustment of a valve. A simulator valve 1111a formed in a flow path of the reservoir <NUM> controls a flow of a pressure medium between the reservoir <NUM> and the master cylinder <NUM>. During normal operation, the simulator valve 1111a is opened so that a user links the reservoir <NUM> and the master cylinder <NUM>. In an abnormal operation mode, the simulator valve 1111a is closed so that a pressure medium of the master cylinder <NUM> is transferred to valves for controlling wheel cylinders through a backup flow path.

When a driver presses a brake pedal, the master cylinder <NUM> pressurizes and discharges a pressure medium such as brake oil accommodated therein. Thus, the master cylinder <NUM> provides a reaction force according to a braking depression force to the driver. A cut valve 1121a controls a flow in a backup flow path between the master cylinder <NUM> and the valves for controlling the wheel cylinders.

The hydraulic pressure supply device <NUM> generates hydraulic pressure according to a position of a pedal and transmits the hydraulic pressure to the wheel cylinders of wheels <NUM>, <NUM>, <NUM>, and <NUM>, whereby a vehicle is braked. The hydraulic pressure supply device <NUM> includes a motor to generate hydraulic pressure.

The hydraulic control unit <NUM> controls the hydraulic pressure provided from the hydraulic pressure supply device <NUM>.

The dump control unit <NUM> controls a flow of a pressure medium between the reservoir <NUM> and the hydraulic pressure supply device <NUM>.

Each valve opens or closes a flow path formed between the reservoir <NUM> and the master cylinder <NUM> or the reservoir <NUM> and the hydraulic pressure supply device <NUM> to control a flow of a pressure medium. The valves are provided as check valves formed to allow only one direction flow without the need for control or solenoid valves of which opening and closing are controlled under control of an ECU <NUM>.

Inlet valves 1161a, 1161b, 1151a, and 1151b control a flow of a pressure medium supplied from the hydraulic pressure supply device <NUM> to the wheel cylinders.

Outlet valves 1162a and 1162b control a flow of a pressure medium discharged from the wheel cylinders to the reservoir <NUM>.

Furthermore, other outlet valves 1171a and 1171b control a flow of a pressure medium between the wheel cylinders and the master cylinder <NUM>.

A diagnostic valve <NUM> is used when a diagnostic mode of examining a failure of other valves or a leak in a flow path is performed.

The ECU <NUM> receives signals from sensors <NUM>, <NUM>, <NUM>, and <NUM> and controls the respective valves or the motor included in the hydraulic pressure supply device <NUM> to control the operation of the brake system.

<FIG> is an exploded pers pective diagram of an overall structure of an ECU which is disassembled.

As shown, in an ECU <NUM> according to the present invention, a second control unit <NUM> may be disposed on a second cover <NUM>. A first cover <NUM>, a first control unit <NUM>, and a housing <NUM> may be disposed on the second control unit <NUM>, and a gasket may be disposed inside the housing <NUM>.

The second cover <NUM> functions as a heat sink for the second control unit <NUM> to radiate heat of the ECU <NUM> to the outside. The second control unit <NUM> serves as a sub-printed circuit board (PCB).

The first control unit <NUM> is a main PCB, and the first cover <NUM> performs a heat sink function for the first control unit <NUM>. In addition, the first cover <NUM> is connected to the second cover <NUM> to radiate heat to the outside of the ECU <NUM>. The first cover <NUM> allows the first control unit <NUM> and the second control unit <NUM> to be positioned in physically separated spaces. Accordingly, the first control unit <NUM> and the second control unit <NUM> may communicate with each other through a bus bar passing through the first cover <NUM>.

The ECU <NUM> according to the present invention may have a size of W196 mm×H172 mm×L73. <NUM>, <NUM> solenoid coils may be disposed inside the housing <NUM>, and a connector may have <NUM> pins.

<FIG> shows diagrams illustrating arrangements of a pressure sensor, a motor position sensor (MPS), and a pedal sensor (PTS) in an ECU board according to an exemplary embodiment of the present invention.

<FIG> illustrates an arrangement and a connection structure of the pressure sensor.

A pressure sensor <NUM> may be connected to a first control unit <NUM> in a press-fit manner. A contact spring of the pressure sensor <NUM> is connected to the first control unit <NUM> so that an input of the pressure sensor <NUM> is connected to a first bus bar <NUM> through a pattern <NUM> of the first control unit <NUM> and the first bus bar <NUM> passes through a first cover <NUM> to be connected to a second control unit <NUM>. In the pressure sensor, a pedal simulator pressure (PSP) sensor and a circuit pressure (CIRP) sensor may be connected to the first control unit <NUM>, and a sub-CIRP (SCIRP) sensor may be connected to the second control unit <NUM>.

<FIG> illustrates an arrangement and a connection structure of the MPS.

The MPS is a two-die one-IC type and is mounted on a first control unit <NUM>. Data of a second die among two dies is provided to second and third bus bars <NUM> and <NUM> through a pattern <NUM> of the first control unit <NUM> and provided to a second control unit <NUM>. Power of a second die is supplied from the second control unit <NUM>.

<FIG> illustrates a connection structure of the PTS.

The PTS may also be a two-die one-IC type and may use a contact spring like the pressure sensor, and a circular pressure sensor contact pad type may be used. A PTS <NUM> connected to a first control unit and a PTS <NUM> connected to a second control unit may be arranged in a circular shape.

The second PTS <NUM> has a structure in which, when a contact spring is connected to the first control unit and is connected to a bus bar through a pattern of the first control unit, the contact spring is connected to a second control unit through the bus bar. Power of a second die in which the second PTS <NUM> is positioned is supplied from a second control unit <NUM>.

As described above, a circuit may be constructed such that an external PTS can be connected instead of an embedded PTS. In this case, a PTS (PDT) of one channel is connected to a first control unit <NUM>, and a PTS (PDF) of the other channel is connected to a second control unit.

<FIG> shows diagrams of a bus bar connection structure of a first control unit and a second control unit according to an exemplary embodiment of the present invention.

The bus bar connection structure is a structure in which a bus bar <NUM> passes through one side surface of a first control unit <NUM>, and the same bus bar <NUM> passes through a second control unit <NUM> at a corresponding position so that the first control unit <NUM> and the second control unit <NUM> may transmit necessary signals.

<FIG> is a diagram of a connection structure of a motor according to an exemplary embodiment of the present invention, and <FIG> illustrates a structure in which a second connector of the motor is connected to a second control unit.

Since a first control unit <NUM> and a second control unit <NUM> have a stacked structure, connectors of a motor <NUM> have structures that cannot be simultaneously connected to two PCBs.

Accordingly, a first connector <NUM> of the motor has a structure that is connected directly to the first control unit <NUM>, and a second connector <NUM> of the motor has a structure that is connected to the second control unit <NUM> through a wire <NUM>.

Therefore, a first cover <NUM> between the first control unit <NUM> and the second control unit <NUM> should have a space for the wire <NUM> connected to the connector of the motor.

Thus, <FIG> illustrates an opening <NUM> for wire passing, through which the second wire <NUM> is connected to the second control unit, formed in the first cover <NUM>. The wire may connect the connector of the motor <NUM> and the second control unit <NUM> through the opening <NUM>.

<FIG> illustrates a connection structure of a coil according to an exemplary embodiment of the present invention.

A first coil <NUM> and a second coil <NUM> may be connected to a first control unit <NUM> and a second control unit <NUM>. However, in a stacked structure, the second coil <NUM> has a structure that cannot be connected directly to the second control unit <NUM>.

Accordingly, the second coil <NUM> has a structure that is connected to the first control unit <NUM> and is connected to the second control unit <NUM> through a pattern of the first control unit <NUM> and a fourth bus bar <NUM>.

<FIG> illustrates a three-phase connector connection structure of a motor according to an exemplary embodiment of the present invention.

As shown, a first connector <NUM> of a motor <NUM> is connected directly to a first control unit <NUM>, and a second connector <NUM> of the motor <NUM> is connected to a second control unit <NUM> through a wire <NUM>. To this end, the motor <NUM> may be a motor having a double winding structure. When a double winding motor and a stacked PCB structure are used, even when one PCB fails, the motor can operate in a state in which performance is degraded.

<FIG> illustrates a connection structure of an MPS according to an exemplary embodiment of the present invention.

An MPS <NUM> is used to measure a rotational position of a head <NUM> of a motor <NUM>. For optimal performance of the MPS <NUM>, the MPS <NUM> may be positioned on an axis of the head <NUM> of the motor <NUM>. Accordingly, the MPS <NUM> may be positioned on a rotation axis of the motor <NUM> of a first control unit <NUM>, and a sensed value of the MPS <NUM> may be transmitted to a second control unit through a fifth bus bar <NUM>.

Alternatively, a method is also possible in which one MPS <NUM> is positioned on one side surface of the first control unit <NUM>, and another MPS is positioned on the other side surface of the first control unit <NUM> to then be connected onto a second control unit <NUM> using a bus bar.

Alternatively, another MPS may be connected directly onto the second control unit <NUM> at a position that coincides with a central axis of the motor <NUM>.

<FIG> illustrates a connection structure of a PTS according to an exemplary embodiment of the present invention.

A PTS <NUM> may include a first channel <NUM> and a second channel <NUM>. The PTS <NUM> is connected to a first control unit <NUM> in a press-fit manner, and the first channel <NUM> is connected to a first microcontroller unit (MCU) <NUM> through a first pattern <NUM> of the first control unit <NUM>. The PTS <NUM> is positioned on a hydraulic control unit (HCU) block <NUM>, and a magnet <NUM> is positioned in the HCU block <NUM>.

The second channel <NUM> of the PTS <NUM> is also connected to the first control unit <NUM> in a press-fit manner and is connected to a sixth bus bar <NUM> through a second pattern <NUM> of the first control unit to be connected to a second control unit <NUM>. In the second control unit <NUM>, the sixth bus bar <NUM> is connected to a second MCU <NUM> through a third pattern <NUM>.

<FIG> illustrates a connection structure of a pressure sensor according to an exemplary embodiment of the present invention.

As pressure sensors <NUM>, <NUM>, and <NUM>, three identical pressure sensors may be used.

A first pressure sensor <NUM> and a second pressure sensor <NUM> are connected directly to a first control unit <NUM>.

A third pressure sensor <NUM> is connected to the first control unit <NUM> and is connected to a seventh bus bar <NUM> through a fourth pattern <NUM>. The seventh bus bar <NUM> is connected to a second MCU <NUM> again through a pattern <NUM> of a second control unit <NUM> so that the third pressure sensor <NUM> is connected to the second MCU <NUM> of the second control unit <NUM>. The first pressure sensor <NUM> may be a PSP sensor, the second pressure sensor <NUM> may be a CIRP sensor, and the third pressure sensor <NUM> may be a SCIRP sensor.

When the first pressure sensor <NUM> and the second pressure sensor <NUM> fail, one third pressure sensor <NUM> may perform functions of the first pressure sensor <NUM> and the second pressure sensor <NUM>. However, when the functions are performed by the third pressure sensor <NUM> constituting redundancy, operation is performed in a state in which performance is degraded.

As described above, due to an ECU structure of a brake system in which a second control unit constitutes redundancy of a first control unit, there is an effect of stably operating the brake system using the second control unit when the first control unit does not operate normally.

Claim 1:
An electronic control unit ECU structure of a brake system, comprising:
a first control unit (<NUM>) in which a first microcontroller unit MCU (<NUM>) is disposed;
a first cover (<NUM>) positioned below the first control unit (<NUM>);
a second control unit (<NUM>) which is positioned below the first cover (<NUM>) and in which a second MCU (<NUM>) is disposed;
a second cover (<NUM>) positioned below the second control unit (<NUM>); and
a housing (<NUM>) positioned above the first control unit (<NUM>),
wherein:
a dual winding motor (<NUM>) is connected to the first control unit (<NUM>) and the second control unit (<NUM>); and
a motor position sensor (<NUM>), a coil (<NUM>, <NUM>), a pedal sensor (<NUM>), and a pressure sensor (<NUM>, <NUM>, <NUM>) are connected to the first control unit (<NUM>) or the second control unit (<NUM>).