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. 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. The state of the art document <CIT> mentions an asymmetric dual ECU setup, using conventional acceleration sensors.

The present invention is directed to providing a structure of 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.

According to an exemplary embodiment of the present invention, an electronic control unit (ECU) assembly structure of a brake system includes.

a housing having spaces separated by a partition, a first control unit and a second control unit which are independently disposed in the spaces separated by the partition, a first microcontroller unit (MCU) and a second MCU respectively positioned on the first control unit and the second control unit, a cover configured to cover the spaces in which the first control unit and the second control unit are disposed, and a bus bar disposed to pass through the partition to connect the first control unit and the second control unit, wherein the second control unit constitutes redundancy of the first control unit to perform the same function as the first control unit, and a motor, a coil, and a pedal sensor connected to the first control unit and the second control unit are connected to the first control unit and the second control unit in a symmetrical structure.

The ECU assembly structure may include a dual winding motor having a central axis positioned on an extension line of the partition configured to separate the spaces in which the first control unit and the second control unit are disposed, wherein a first connector of the dual winding motor is connected directly to the first control unit, and a second connector the dual winding motor is connected directly to the second control unit.

The ECU assembly structure may further include a motor having a central axis positioned on an extension line of the partition at which the first control unit and the second control unit face each other, wherein a first motor position sensor and a second motor position sensor are respectively disposed at corresponding positions of the first control unit and the second control unit within a radius of a magnet of the motor.

The ECU assembly structure may further include a coil commonly connected to the first control unit and the second control unit, wherein the coil is connected to the first control unit through a first bus bar and is connected to the second control unit through a second bus bar.

According to another exemplary embodiment of the present invention, an ECU assembly structure of a brake system includes a housing having spaces separated by a partition, a first control unit and a second control unit which are independently disposed in the spaces separated by the partition, a first MCU and a second MCU respectively positioned on the first control unit and the second control unit, a cover configured to cover the spaces in which the first control unit and the second control unit are disposed, and a bus bar disposed to pass through the partition and connect the first control unit and the second control unit.

The second control unit may constitute redundancy of the first control unit to perform the same function as the first control unit, and the first control unit and the second control unit may have an asymmetric structure in which connected components are not the same.

The ECU assembly structure may further include a pedal sensor having two or more output channels, wherein the pedal sensor is connected to a third printed circuit board (PCB), a first channel output of the pedal sensor is connected from the third PCB to the first control unit through a fourth bus bar, a second channel output of the pedal sensor is connected from the third PCB to the second control unit through a fifth bus bar, and a center of a third PCB is positioned close to the first control unit so that the fourth bus bar passes through the partition configured to separate the spaces of the first control unit and the second control unit.

The ECU assembly structure may further include a first pedal sensor, a second pedal sensor, a fourth PCB, and a fifth PCB, wherein an output of the first pedal sensor is connected to the first control unit through the fourth PCB, and an output of the second pedal sensor is connected to the second control unit through the fifth PCB.

The ECU assembly structure may further include a first pressure sensor, a second pressure sensor, and a third pressure sensor, wherein the first pressure sensor and the second pressure sensor are connected to a pattern of the first control unit to be connected to the first MCU on the first control unit, and the third pressure sensor is connected to a pattern of the second control unit to be connected to the second MCU on the second control unit.

The ECU assembly structure may further include a first coil and a second coil, wherein the first coil is connected directly to the first control unit and is connected to the second control unit through a sixth bus bar, and the second coil is connected directly to the second control unit and is connected to the first control unit through a seventh bus bar.

The ECU assembly structure may further include a third coil, a fourth coil, a third PCB, and a fourth PCB, wherein the third coil is connected to the third PCB, the third PCB is connected to the first control unit through an eighth bus bar, the fourth coil is connected to the fourth PCB, and the fourth PCB is connected to the second control unit through a ninth bus bar.

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 the stability of a brake system.

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 channels, 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 wheel cylinder control 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 of 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 pressurize 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 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 a diagram illustrating an overall structure of an ECU <NUM>.

The ECU <NUM> includes a first control unit <NUM> including a first microcontroller unit (MCU) <NUM> and a second control unit <NUM> including a second MCU <NUM>.

The first MCU <NUM> has a structure that receives inputs from motor position sensors <NUM> and <NUM>, a pedal sensor <NUM>, pressure sensors <NUM>, <NUM>, and <NUM>, and the like to control a motor <NUM>, a valve <NUM>, parking brakes <NUM> and <NUM>, and the like.

<FIG> is a diagram illustrating a structure of an ECU <NUM> in more detail.

The ECU <NUM> may include a first control unit <NUM> implemented on a first printed circuit board (PCB) <NUM>, a second control unit <NUM> implemented on the second PCB <NUM>, a motor <NUM>, a coil <NUM>, a pedal sensor <NUM>, and a pressure sensor <NUM>.

The first control unit <NUM> and the second control unit <NUM> may each include a first MCU and a second MCU which receive inputs from sensors and control the motor <NUM> or the coil <NUM> and may include drivers which drive the motor <NUM>, valves, or the like.

The MCU included in the first control unit <NUM> or the second control unit <NUM> controls the motor <NUM> of a hydraulic pressure supply device <NUM> according to an input of the pedal sensor <NUM> or the pressure sensor <NUM> or controls valves of flow paths through the coil <NUM>. The second control unit <NUM> may constitute redundancy of the first control unit <NUM> and may have a symmetrical structure or an asymmetrical structure with the first control unit <NUM>.

The motor <NUM> is positioned in the hydraulic pressure supply device <NUM> and generates hydraulic pressure under control of the MCU. In order to control a position of the motor <NUM>, the ECU <NUM> may further include a motor position sensor (MPS, not shown).

The coil <NUM> controls valves positioned in flow paths of a brake system. The MCU controls the coil <NUM> to control the opening and closing of the valve, thereby controlling a flow in the flow path.

The pedal sensor <NUM> measures a position of a pedal. According to the position of the pedal measured by the pedal sensor <NUM>, the MCU may control the hydraulic pressure supply device <NUM> to supply a pressure medium to wheels <NUM>, <NUM>, <NUM>, and <NUM>, thereby controlling a brake.

The pressure sensor <NUM> is used to control the flow paths in the brake system. The pressure sensor <NUM> may be a pedal simulator pressure (PSP) sensor for forming a pedal feeling or a circuit pressure (CIRP) sensor for measuring pressure between the hydraulic pressure supply device <NUM> and wheel cylinders.

<FIG> is an example of an exploded perspective diagram of an ECU <NUM>.

A housing <NUM> is positioned between a motor <NUM> and a hydraulic block, and PCBs. Coils <NUM> and bus bars are connected to the housing to connect respective sensors and the PCBs or connect a first control unit <NUM> and a second control unit <NUM>.

A cover <NUM> covers the first control unit <NUM> and the second control unit <NUM> positioned in the housing <NUM> and also serves as a heat sink.

<FIG> illustrates an example of an arrangement of sensors.

A first control unit <NUM> and a second control unit <NUM> may have a symmetrical or asymmetrical shape, and sensors may also be disposed symmetrically or asymmetrically.

In <FIG>, the first control unit <NUM> and the second control unit have a symmetrical form, and a first pedal sensor <NUM> and a second pedal sensor <NUM> are also disposed in a symmetrical form. A first pressure sensor (PS1) <NUM> for measuring pedal simulation pressure may be connected only to the first control unit <NUM> and thus be asymmetrical, but a second pressure sensor (PS2) <NUM> and a third pressure sensor (PS3) <NUM> may be the same sensor and thus have a symmetrical relationship.

<FIG> illustrates an operating principle of a pedal sensor.

As a magnet <NUM> moves according to a position of a pedal, the first pedal sensor <NUM> and the second pedal sensor <NUM> detect a position of the pedal. The first pedal sensor <NUM> and the second pedal sensor <NUM> may output the same value or different values according to settings.

<FIG> and <FIG> illustrate examples of a symmetrical structure and an asymmetrical structure of a first control unit and a second control unit.

<FIG> illustrates an arrangement structure of sensors and valves in an ECU according to an exemplary embodiment of the present invention.

<FIG> illustrates an asymmetrical structure in which a first control unit <NUM> and a second control unit <NUM> are positioned in spaces separated by a housing <NUM>, and a pedal sensor (PTS) is positioned in the first control unit <NUM>. In the present exemplary embodiment, an ECU <NUM> may have a size with a width of <NUM> and a length of <NUM>.

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

<FIG> illustrates a state in which a first control unit <NUM> and a second control unit <NUM> are disposed symmetrically with respect to a motor in the same structure. A PTS magnet is also disposed in a symmetrical structure. The first control unit <NUM> and the second control unit <NUM> may be the same size with a width of <NUM> and a length of <NUM>.

<FIG> illustrates examples of connection structures of a motor according to an exemplary embodiment of the present invention.

In the examples of <FIG>, a motor <NUM> may be symmetrically or asymmetrically connected to a first control unit <NUM> and a second control unit <NUM>.

In <FIG>, the motor <NUM> is connected to the first control unit <NUM> and the second control unit <NUM> in a symmetrical structure.

In <FIG>, a motor 300a is a dual winding motor and includes two sets of connectors 310a and 310b to be connected to the first control unit <NUM> and the second control unit <NUM> in a symmetrical structure. A first connector 310a of the motor 300a has a structure that is connected directly to the first control unit <NUM>, and the second connector 310b thereof has a structure that is connected directly to the second control unit <NUM>. When the first control unit <NUM> does not operate normally, the motor 300a may be driven only by the second control unit <NUM>.

In <FIG>, first and second connectors 310e and 320e of a motor 300e are connected to the first control unit <NUM> and the second control unit <NUM> through wires <NUM> and <NUM>. When the connector is positioned at a side opposite to a head of the motor 300e, a connection structure using a wire may be used.

In the structures of <FIG>, the motor <NUM> is connected to the first control unit <NUM> and the second control unit <NUM> in an asymmetrical structure.

In <FIG>, both a first connector 310b and a second connector 320b of a motor 300b are connected directly to the first control unit <NUM>. The second connector 320b connected to the first control unit <NUM> is connected to the second control unit <NUM> through a bus bar <NUM>. Accordingly, an MCU of the second control unit <NUM> may drive the motor 300b.

In <FIG>, connectors 310c and 320c of a motor 300c are not connected directly to PCBs unlike in <FIG>. A first connector 310c is connected to the first control unit <NUM> through a second bus bar <NUM>, and a second connector 320c is connected to the second control unit <NUM> through a third bus bar <NUM>. Due to such a connection structure, even when the first control unit <NUM> does not operate normally, the second control unit <NUM> can drive the motor 300c through the third bus bar <NUM>.

<FIG> illustrates a connection structure of a motor 300d in which connectors 310d and 320d are positioned at opposite sides. A first connector 310d positioned at a head side of the motor 300d is connected directly to the first control unit <NUM>. A second connector 320d positioned at a side opposite to the head of the motor 300d has a structure that is connected to the second control unit <NUM> through a wire <NUM>.

<FIG> illustrates connection structures of coils for controlling a flow valve of a brake system.

In <FIG>, a coil <NUM> is connected to a PCB through a bus bar <NUM>. The coil <NUM> is connected to a first control unit through a fourth bus bar <NUM> and is connected to a second control unit <NUM> through a fifth bus bar <NUM>. Since the coil <NUM> is connected to both PCBs at the same time, the second control unit <NUM> may control the coil <NUM> in a situation in which a first control unit <NUM> fails.

<FIG> illustrates a structure in which a second coil <NUM> and a third coil <NUM> are connected to PCBs. Since the second coil <NUM> is connected directly to a first control unit <NUM> and the third coil <NUM> is connected directly to a second control unit <NUM>, each PCB may independently control the coil connected to each PCB.

<FIG> illustrates a structure in which coils are asymmetrically connected to PCBs. Both a fourth coil <NUM> and a fifth coil <NUM> are connected to a first control unit <NUM>, and a fifth coil <NUM> is connected to a second control unit <NUM> through a bus bar <NUM>.

<FIG> is an exemplary diagram illustrating other connection structures of coils.

In <FIG>, a sixth coil <NUM> and a seventh coil <NUM> are connected to a first control unit <NUM> and a second control unit <NUM> through bus bars 707a and 707b. The sixth coil <NUM> and the seventh coil <NUM> are connected to pattern PCBs, and the pattern PCBs are connected to the first control unit <NUM> and the second control unit <NUM> again through the bus bars 707a and 707b. The bus bars 707a and 707b connect the pattern PCBs to the first control unit <NUM> and the second control unit <NUM> separated by a housing <NUM>.

<FIG> illustrates a structure in which coils are connected to different PCBs.

Coils <NUM> and <NUM> are connected to PCBs <NUM> and <NUM> in spaces separated by a housing <NUM> through bus bars <NUM> and <NUM>.

An eighth coil <NUM> is connected to a first control unit <NUM> through an eighth bus bar <NUM> and is connected to a second control unit <NUM> again through a ninth bus bar <NUM>. Similarly, a ninth coil <NUM> is connected to the second control unit <NUM> through a tenth bus bar <NUM> and is connected to the first control unit <NUM> through another bus bar. Due to such a connection structure, MCUs of the first control unit <NUM> and the second control unit <NUM> may also control the coils connected to different PCBs.

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

In <FIG>, a pedal sensor <NUM> has outputs of two channels. Therefore, the channels may be connected to different PCBs. <FIG> illustrates a structure in which the pedal sensor <NUM> is connected directly to a pattern PCB <NUM> to be connected to a housing <NUM>, and thus, the channels are connected to a first control unit <NUM> and a second control unit <NUM> through bus bars <NUM> and <NUM>.

<FIG> illustrates a case in which two separate pedal sensors are used instead of one pedal sensor. <FIG> illustrates a structure in which a first pedal sensor <NUM> is connected to a second pattern PCB <NUM> and is connected to a connector in a housing <NUM> to be connected to a first control unit <NUM>, and a second pedal sensor <NUM> is also connected to a second control unit <NUM> through a third pattern PCB <NUM>.

In <FIG>, outputs of two channels of a pedal sensor <NUM> are connected to pattern PCBs <NUM> and <NUM>. The pattern PCBs <NUM> and <NUM> may be formed as one PCB. Two outputs may pass through a housing <NUM> through bus bars <NUM> and <NUM> and may be connected to a first control unit <NUM> and a second control unit <NUM>.

<FIG> also illustrates a structure in which outputs of two channels of a pedal sensor <NUM> are connected to PCBs through bus bars. The pedal sensor <NUM> is connected to a pattern PCB <NUM>, and a first control unit <NUM> and a second control unit <NUM>, which are positioned in spaces separated by the pattern PCB <NUM> and a housing <NUM>, are connected through bus bars <NUM> and <NUM>. In this case, a position of the pedal sensor <NUM> may be biased toward the first control unit <NUM> or the second control unit <NUM> rather than between the first control unit <NUM> and the second control unit <NUM>.

<FIG> illustrates connection structures of pressure sensors.

In <FIG>, a first pressure sensor 610a and a second pressure sensor 620a are connected to a first control unit <NUM>, and a third pressure sensor 630a is connected to a second control unit <NUM>.

The first pressure sensor 610a and the second pressure sensor 620a are connected directly to the first control unit <NUM> and are connected to an MCU through a pattern of the first control unit <NUM>. The third pressure sensor 630a is also connected directly to the second control unit <NUM> and is connected to an MCU through a pattern of the second control unit <NUM>.

Even in <FIG>, a first pressure sensor 610b and a second pressure sensor 620b are connected to a first control unit <NUM>, and a third pressure sensor 630b is connected to a second control unit <NUM>. Unlike in <FIG>, the pressure sensors are positioned in spaces separated from the first control unit <NUM> and the second control unit <NUM> by a housing <NUM>, and the pressure sensors are connected to the housing <NUM> to be connected to the first control unit <NUM> and the second control unit <NUM> through bus bars of the housing <NUM>.

<FIG> illustrates a connection structure of pressure sensors when a housing <NUM> does not separate a first control unit <NUM> and a second control unit <NUM> from each other.

The housing <NUM> separates the first and second control units <NUM> and <NUM> from pressure sensors 610c, 620c, and 630c. Accordingly, the pressure sensors 610c, 620c, and 630c are connected to the housing <NUM> to be connected to MCUs through patterns or bus bars. A first pressure sensor 610c and a second pressure sensor 620c are connected to the MCU through a pattern of the first control unit <NUM>. A third pressure sensor 630c is connected to a connector of the housing <NUM> and is connected to the second control unit <NUM> through a bus bar <NUM>. In this case, the third pressure sensor 630c may be positioned at a side of the first control unit <NUM>.

<FIG> illustrates that a pressure sensor is connected through a bus bar and a pattern PCB.

Unlike the previous examples, a pressure sensor 610d is not connected to a connector of a housing <NUM> and is connected to a pattern PCB <NUM>, and the pattern PCB <NUM> and a first control unit <NUM> are connected through bus bars <NUM> and <NUM> so that the pressure sensor may be connected to an MCU.

Claim 1:
An electronic control unit (ECU, <NUM>) assembly structure of a brake system, comprising:
a housing (<NUM>) having spaces separated by a partition;
a first control unit (<NUM>) and a second control unit (<NUM>) which are independently disposed in the spaces separated by the partition;
a first microcontroller unit (MCU, <NUM>) and a second (MCU, <NUM>) respectively positioned on the first control unit (<NUM>) and the second control unit (<NUM>); a cover (<NUM>) configured to cover the spaces in which the first control unit (<NUM>) and the second control unit (<NUM>) are disposed; and
a bus bar (<NUM>) disposed to pass through the partition to connect the first control unit (<NUM>) and the second control unit (<NUM>),
wherein:
the second control unit (<NUM>) constitutes redundancy of the first control unit (<NUM>) to perform the same function as the first control unit (<NUM>); and
a motor (<NUM>), a coil (<NUM>), and a pedal sensor (<NUM>) connected to the first control unit (<NUM>) and the
second control unit (<NUM>) are connected to the first control unit (<NUM>) and the second control unit (<NUM>) in a symmetrical structure.