Hydraulic manifold for distributing a liquid coolant through at least two electronic control units of a motor vehicle

Abstract

A hydraulic manifold (10) comprises a main inlet (11a) for receiving a liquid coolant, a first ECU outlet (27a, 28a, 29a) for supplying the coolant to a first ECU (8), a second ECU outlet (27a, 28a, 29a) for supplying the coolant to a second ECU (8), and a channel structure (23a) for guiding the coolant from the main inlet (11a) to the first and second ECU outlet (19a, 28a, 29a). The first ECU outlet (27a, 28a, 29a) is arranged in a first 0 channel (24a, 25a, 26a) of the channel structure (23a) and the second ECU outlet (27a, 28a, 29a) is arranged in a second channel (24a, 25a, 26a) of the channel structure (23a). A first and a second boundary (32a, 32b) of the first channel (24a, 25a, 26a) are shaped circular arcs of a first circles, and a first and a second boundary (33a, 33b) of the second channel (24a, 25a, 26a) are shaped as circular arcs of second circles.

Description

[0001] Hydraulic manifold for distributing a liquid coolant through at least two electronic control units of a motor vehicle

[0002] The present invention is directed to a hydraulic manifold for distributing a liquid coolant through at least a first electronic control unit, ECU, and a second ECU of a motor vehicle. The invention is further directed to an electronic control system comprising such a hydraulic manifold and two ECUs, and to an electronic vehicle guidance system comprising such an electronic control system.

[0003] With increasing functionality and computing power of electronic control systems for vehicles, for example for semi-autonomous or fully autonomous driving functions or driver assistance systems, the heat dissipation of electronic components is increasing. It is therefore known to use liquid cooling for those electronic components. However, the liquid cooling commonly is accompanied with an increased assembly space.

[0004] Document WO 2023 / 217928 A1 describes a liquid-cooled electronic control system for a vehicle, which comprises at least two ECUs, each of them having at least one circuit carrier, which is cooled by means of a respective cooling channel for a liquid coolant. In addition, a hydraulic manifold is provided, which is connected to the ECUs, such as to realize a centralized supply of both ECUs with the liquid coolant between a main inlet of the hydraulic manifold and a main outlet of the hydraulic manifold.

[0005] Since the manifold’s inlet for the coolant has different distances from the different connections to the ECUs, the pressure and / or temperature of the inflowing coolant may differ for different ECUs. Consequently, in order to ensure a sufficient cooling for all ECUs, a higher initial pressure and / or lower initial temperature of the coolant is required.

[0006] It is an objective of the present invention, to provide a hydraulic manifold for distributing a liquid coolant through two ECUs of a motor vehicle, which achieves a more homogenous inflowing pressure and / or temperature of the coolant amongst the different ECUs.

[0007] This objective is achieved by the respective subject matter of the independent claim. Further implementations and preferred embodiments are subject matter of the dependent claims. The invention is based on the idea to arrange the outlets for supplying the coolant from the hydraulic manifold to the ECUs in individual channels of a channel structure in the hydraulic manifold, wherein the channels have boundaries, which are shaped as circular arcs. It has been shown by extensive CFD simulations (CFD: computational fluid dynamics) that a particularly homogeneous distribution of the coolant flow within the hydraulic manifold can be achieved in this way.

[0008] According to an aspect of the invention, a hydraulic manifold for distributing a liquid coolant through at least a first electronic control unit, ECU, and a second ECU of a motor vehicle is provided. The hydraulic manifold comprises a main inlet for receiving the coolant from a coolant source, a first ECU outlet for supplying the coolant to the first ECU, and a second ECU outlet for supplying the coolant to the second ECU. The hydraulic manifold comprises a channel structure, in particular within a housing of the hydraulic manifold, for guiding the coolant from the main inlet to the first ECU outlet and to the second ECU outlet. The first ECU outlet is arranged in a first channel of the channel structure and the second ECU outlet is arranged in a second channel of the channel structure. In a sectional plane through the hydraulic manifold, in particular through the housing and / or through the channel structure, a first boundary of the first channel is shaped as a circular arc of a first circle and a second boundary of the first channel, which is, in particular, opposite to the first boundary of the first channel, is shaped as a circular arc of a further first circle. In the sectional plane, a first boundary of the second channel is shaped as a circular arc of a second circle and a second boundary of the second channel, which is, in particular, opposite to the first boundary of the second channel, is shaped as a circular arc of a further second circle.

[0009] In particular, a radius of the first circle is different from a radius of the second circle and a radius of the further first circle is different from a radius of the further second circle. The expression circle or circular arc does not include the limiting cases of an infinite radius, in other words a straight line, or a radius of zero, unless stated otherwise.

[0010] Here and in the following, a channel may be understood as a cooling channel or a coolant channel or, in other words, a channel for the liquid coolant, unless stated otherwise. The channel structure may also be denoted as at least two channels comprising the first channel and the second channel. The channel structure may, in some implementations, also comprise a common channel connecting the first channel and the second channel and the main inlet with each other. The first channel and the second channel may for example be shaped as finger-like bent or curved channels, which branch off from the common channel. In particular, the common channel may be extending along a principal coolant inflow direction of the coolant at the main inlet. In other words, the channel structure may be understood as a comb-like structure with bent or curved teeth made up by at least the first channel and the second channel.

[0011] The first ECU outlet and the second ECU outlet of the hydraulic manifold may be connected to respective coolant inlets of the respective ECUs, for example by means of one or more hoses, pipes, tubes, rigid connectors or other connections for guiding the liquid coolant.

[0012] The ECUs may comprise respective cooling channels themselves, into which the coolant may be supplied via the ECU outlets of the hydraulic manifold, when connected accordingly. The cooling channel of an ECU may be formed by one or more components of the ECU, which defines a boundary of the cooling channel. For example, the respective cooling channel may be arranged with respect to at least one circuit carrier of the respective ECU such that in case the coolant is present within the cooling channel, in particular is flowing through the cooling channel, it may take up heat, which is dissipated by one or more electronic components of the at least one respective circuit carrier.

[0013] It is noted that the hydraulic manifold is described above, in particular, with respect to an inlet side for the liquid coolant. The hydraulic manifold may, in some implementations, also comprise an outlet side with a further channel structure and respective further first and second channels etcetera for receiving the liquid coolant coming back from the ECUs after passing through them. Alternatively, a further hydraulic manifold may be provided for the outlet side.

[0014] The main inlet of the hydraulic manifold may for example be connected to the coolant source for providing the liquid coolant, wherein the coolant source is arranged separately to the hydraulic manifold and the ECUs in the vehicle. Furthermore, in respective implementations, a main outlet of the hydraulic manifold or the further hydraulic manifold may for example be connected to a corresponding coolant drain for the liquid coolant, wherein the coolant drain is also arranged separately to the ECUs and the hydraulic manifold in the vehicle. The vehicle may, for example, comprise means for recirculating or conditioning or re-cooling of the liquid coolant received by the coolant drain from the main outlet and provide it again to the main inlet via the coolant source. To this end, the vehicle may also comprise a transportation system for the liquid coolant including, for example, one or more pumps to convey the liquid coolant from the coolant source to the main inlet through the cooling channels back to the main outlet and the drain and so forth.

[0015] It is further noted that, in some implementations, the hydraulic manifold may be designed to distribute the liquid coolant also through one or more further ECUs of the motor vehicle. In this case, the channel structure may comprise a respective further channel and a corresponding further ECU outlet for each of the one or more further ECUs, wherein opposite boundaries of the further channel are also shaped as circular arcs. The explanations above and in the following regarding the first channel and the second channel, in particular their geometric designs, and other components of the manifold associated with the first ECU and the second ECU, carry over analogously to each of the one or more further channels in respective implementations.

[0016] It has been found by CFD simulations that shaping the boundaries of the first channel and the second channel as circular arcs leads to a particularly homogeneous distribution of the flow of the liquid coolant within the channel structure, in particular by reducing turbulences. Furthermore, it was found that the pressure drop of the liquid coolant between the different ECU outlets of the hydraulic manifold is also reduced. As a consequence, a pressure difference and a temperature difference of the liquid coolant at the positions where it enters the different ECU is reduced.

[0017] According to several implementations, the first circle and the further first circle are concentric and the second circle and the further second circle are concentric.

[0018] Consequently, the first channel has a constant width in the respective region of the first boundary and the second boundary of the first channel. It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0019] According to several implementations, a coolant outflow direction of the liquid coolant from the channel structure through the first ECU outlet is parallel to a coolant outflow direction of the liquid coolant from the channel structure through the second ECU outlet and perpendicular to a coolant inflow direction of the liquid coolant from the main inlet into the channel structure. In other words, the liquid coolant enters the channel structure via the main inlet and its flow direction is changed by 90° when leaving the channel structure through the first ECU outlet and the second ECU outlet, respectively. It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0020] The coolant inflow direction may also be denoted as principal coolant inflow direction. It may be understood as a direction parallel to a normal vector to a plane spanned by the main inlet. The coolant outflow directions may also be denoted as principal coolant outflow directions. They may be understood as directions parallel to the respective normal vectors to planes spanned by the respective ECU outlets.

[0021] According to several implementations, in the sectional plane, in a lateral direction, which is perpendicular to the coolant inflow direction from the main inlet into the channel structure and perpendicular to the coolant outflow direction from the channel structure through the first ECU outlet, a center of the first ECU outlet and a center of the second ECU outlet have the same lateral position.

[0022] In other words, the first ECU outlet and the second ECU outlet are arranged below each other along the coolant inflow direction. In particular, the first ECU outlet and the second ECU outlet are circular. It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0023] According to several implementations, in the sectional plane, a center of the main inlet is offset with respect to the center of the first ECU outlet in the lateral direction.

[0024] In particular, the main inlet is circular. It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0025] According to several implementations, in the sectional plane, a further boundary of the channel structure is a straight line parallel to the coolant inflow direction.

[0026] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way. According to several implementations, a lateral distance in the lateral direction between the further boundary and the first boundary of the first channel is greater than a lateral distance in the lateral direction between the further boundary and the second boundary of the first channel by a first offset value.

[0027] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0028] According to several implementations, in the sectional plane, a lateral distance in the lateral direction between the further boundary and the first boundary of the second channel is greater than a lateral distance in the lateral direction between the further boundary and the second boundary of the second channel by a second offset value.

[0029] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0030] According to several implementations the first offset value is equal to the second offset value.

[0031] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0032] According to several implementations distance between further boundary and the second boundary of the second channel is zero, in particular, if the hydraulic manifold is designed to distribute the liquid coolant through exactly two ECUs, namely the first ECU and the second ECU.

[0033] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0034] According to several implementations, in the sectional plane, the second boundary of the first channel touches the first boundary of the second channel.

[0035] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way. In particular, the first boundary of the second channel extends from a starting point of the first boundary of the second channel to an end point of the first boundary of the second channel. The second boundary of the first channel extends from a starting point of the second boundary of the first channel to an end point of the second boundary of the first channel. The second boundary of the first channel touching the first boundary of the second channel may be understood such that the end point of the second boundary of the first channel is identical to the starting point of the first boundary of the second channel. Alternatively, there may be an additional boundary between said points, for example a rounded corner.

[0036] According to several implementations, in the sectional plane, a third boundary of the first channel is shaped as a circular arc connecting the first boundary of the first channel to the second boundary of the first channel. Alternatively or in addition, a third boundary of the second channel is shaped as a circular arc connecting the first boundary of the second channel to the second boundary of the second channel.

[0037] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way. For example, a total boundary of the first channel consists of the first boundary of the first channel, the second boundary of the first channel, and the third boundary of the first channel and / or a total boundary of the second channel consists of the first boundary of the second channel, the second boundary of the second channel, and the third boundary of the second channel.

[0038] According to several implementations, the third boundary of the first channel is a semicircle and / or the third boundary of the second channel is a semi-circle.

[0039] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way.

[0040] According to several implementations, the hydraulic manifold is designed for distributing the liquid coolant through at least the first ECU, the second ECU, and a third ECU of the motor vehicle.

[0041] According to several implementations, the hydraulic manifold comprises a third ECU outlet for supplying the coolant to the third ECU of the motor vehicle. The channel structure is designed for guiding the coolant from the main inlet to the third ECU outlet. The third ECU outlet is arranged in a third channel of the channel structure. In the sectional plane, a first boundary of the third channel is shaped as a circular arc of a third circle and a second boundary of the third channel is shaped as a circular arc of a further third circle.

[0042] It has been found, in particular based on the CFD simulations, that the pressure difference and the temperature difference of the liquid coolant can be further reduced in this way. The explanations regarding the first ECU outlet, the second ECU outlet, the first channel, and the second channel carry over analogously to the third ECU outlet and the third channel, as far as technically feasible. In particular, the third circle and the further third circle may be concentric.

[0043] According to several implementations, the hydraulic manifold comprises a main outlet for providing the coolant to a coolant drain of the motor vehicle, a first ECU inlet for receiving the coolant from the first ECU, a second ECU inlet for receiving the coolant from the second ECU, and a further channel structure for guiding the coolant from the first ECU inlet, and to the second ECU inlet to the main outlet. The first ECU inlet is arranged in a further first channel of the further channel structure, and the second ECU inlet is arranged in a further second channel of the further channel structure. In the sectional plane, a first boundary of the further first channel is shaped as a circular arc of a fourth circle, and a second boundary of the further first channel is shaped as a circular arc of a further fourth circle. In the sectional plane, a first boundary of the further second channel is shaped as a circular arc of a fifth circle, and a second boundary of the further second channel is shaped as a circular arc of a further fifth circle.

[0044] Consequently, a single hydraulic manifold may be used to distribute the liquid coolant from the coolant source into the ECUs and back from the ECUs to the coolant drain.

[0045] The explanations regarding the channel structure and its channels carry over analogously to the further channel structure and its further channels. In particular, the channel structure and the further channel structure may be mirror symmetric with regard to a mirror plane, which is perpendicular to the sectional plane.

[0046] According to a further aspect of the invention, an electronic control system for a motor vehicle is provided. The electronic control system comprises a hydraulic manifold according to the invention, a first ECU with a first coolant inlet connected to the first ECU outlet, and a second ECU with a second coolant inlet connected to the second ECU outlet. For example, the first ECU comprises a first coolant outlet connected to the first ECU inlet, and the second ECU comprises a second coolant outlet connected to the second ECU inlet.

[0047] An ECU is, in particular, a data processing device. In the present disclosure, a data processing device, also denoted as computing device, may for example be understood as a device with processing circuitry for processing data. A data processing device can therefore perform computing operations in order to process data. An indexed access to a data structure, for example a look-up table, LUT, or a database may also be considered as a computing operation.

[0048] In particular, a data processing device may include one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example, one or more application-specific integrated circuits, ASIC, one or more field-programmable gate arrays, FPGA, and / or one or more systems-on-a-chip, SoC. A data processing device may also include one or more processors, for example one or more microprocessors, one or more central processing units, CPU, one or more graphics processing units, GPU, and / or one or more signal processors, in particular one or more digital signal processors, DSP. The data processing device may also include a physical or a virtual cluster of computers or other of said devices.

[0049] A data processing device may also comprise one or more hardware and / or software interfaces, for example for receiving and / or providing data, respectively.

[0050] A data processing device may also comprise one or more memory devices. Therein, a memory device may be implemented as a volatile memory, for example a dynamic random access memory, DRAM, or a static random access memory, SRAM, or as a nonvolatile data memory, for example a read-only memory, ROM, a programmable read-only memory, PROM, an erasable programmable read-only memory, EPROM, an electrically erasable programmable read-only memory, EEPROM, a flash memory or flash EEPROM, a ferroelectric random access memory, FRAM, a magnetoresistive random access memory, MRAM, or a phase-change random access memory, PCRAM.

[0051] According to several implementations, the first ECU is a domain controller, and the second ECU is a zone controller or a body controller.

[0052] According to several implementations, the electronic control system comprises a housing and the first ECU and the second ECU are arranged inside the housing. For example, the electronic control system comprises an ECU stack of ECUs stacked onto each other, the ECU stack comprising the first ECU and the second ECU.

[0053] Further implementations of the electronic control system according to the invention follow directly from the various embodiments of the hydraulic manifold according to the invention and vice versa. In particular, individual features and corresponding explanations as well as advantages relating to the various implementations of the hydraulic manifold according to the invention can be transferred analogously to corresponding implementations of the electronic control system according to the invention.

[0054] According to a further aspect of the invention, an electronic vehicle guidance system for a motor vehicle is provided. The electronic vehicle guidance system comprises an electronic control system according to the invention.

[0055] An electronic vehicle guidance system may be understood as an electronic system, configured to guide a vehicle in a fully automated or a fully autonomous manner and, in particular, without a manual intervention or control by a driver or user of the vehicle being necessary. The vehicle carries out all required functions, such as steering maneuvers, deceleration maneuvers and / or acceleration maneuvers as well as monitoring and recording the road traffic and corresponding reactions automatically. In particular, the electronic vehicle guidance system may implement a fully automatic or fully autonomous driving mode according to level 5 of the SAE J3016 classification. An electronic vehicle guidance system may also be implemented as an advanced driver assistance system, ADAS, assisting a driver for partially automatic or partially autonomous driving. In particular, the electronic vehicle guidance system may implement a partly automatic or partly autonomous driving mode according to levels 1 to 4 of the SAE J3016 classification. Here and in the following, SAE J3016 refers to the respective standard dated April 2021 .

[0056] According to several implementations, the electronic vehicle guidance system comprises at least one sensor system and / or at least one actuator system for the motor vehicle. The first ECU and / or the second ECU are configured to control the at least one sensor system and / or the at least one actuator system and / or to receive data from the at least one sensor system and / or the at least one actuator system.

[0057] The at least one sensor system may for example comprise one or more environmental sensor systems. For example, an environmental sensor system can be understood as a sensor system, which is able to generate sensor data or sensor signals, which depict, represent or image an environment of the environmental sensor system. For example, cameras, lidar systems, radar systems or ultrasonic sensor systems may be considered as environmental sensor systems. The at least one sensor system may for example comprise one or more inertial measurement units, IMlls, steering angle sensors, wheel rotation sensors, etcetera.

[0058] The at least one actuator system may comprise one or more braking actuators, one or more steering actuators, one or more propulsion motors, etcetera.

[0059] According to a further aspect of the invention, a motor vehicle is provided. The motor vehicle comprises an electronic vehicle guidance system according to the invention or an electronic control system according to the invention.

[0060] Further features of the invention are apparent from the claims, the figures and the figure description. The features and combinations of features mentioned above in the description as well as the features and combinations of features mentioned below in the description of figures and / or shown in the figures may be comprised by the invention not only in the respective combination stated, but also in other combinations. In particular, embodiments and combinations of features, which do not have all the features of an originally formulated claim, may also be comprised by the invention. Moreover, embodiments and combinations of features, which go beyond or deviate from the combinations of features set forth in the recitations of the claims may be comprised by the invention.

[0061] In the following, the invention will be explained in detail with reference to specific exemplary implementations and respective schematic drawings. In the drawings, identical or functionally identical elements may be denoted by the same reference signs. The description of identical or functionally identical elements is not necessarily repeated with respect to different figures.

[0062] In the figures,

[0063] Fig. 1 shows schematically a motor vehicle with an exemplary implementation of an electronic vehicle guidance system according to the invention;

[0064] Fig. 2 shows schematically a perspective view of an exemplary implementation of an electronic control system according to the invention; Fig. 3 shows schematically a further perspective view of the electronic control system of Fig. 2;

[0065] Fig. 4 shows schematically a perspective view of an ECU and an exemplary implementation of a hydraulic manifold according to the invention;

[0066] Fig. 5 shows schematically a side view of the ECU and the hydraulic manifold of Fig. 4;

[0067] Fig. 6 shows schematically a further perspective view of the ECU of Fig. 4;

[0068] Fig. 7 shows schematically a sectional front view of a further exemplary implementation of a hydraulic manifold according to the invention;

[0069] Fig. 8 shows schematically a sectional perspective view of the hydraulic manifold of Fig. 7;

[0070] Fig. 9 shows schematically a further sectional perspective view of the hydraulic manifold of Fig. 7;

[0071] Fig. 10 shows schematically a further front view of the hydraulic manifold of Fig. 7;

[0072] Fig. 11 shows schematically a sectional side view of the hydraulic manifold of Fig. 7; and

[0073] Fig. 12 shows schematically hydraulic quick connect couplings for use in a further exemplary implementation of an electronic control system according to the invention.

[0074] In Fig. 1 , a motor vehicle 1 with an exemplary implementation of an electronic vehicle guidance system 7 according to the invention is shown schematically. The motor vehicle 1 , for example the electronic vehicle guidance system 7, may for example comprise a sensor systems 3, 4, 5, 6 and / or actuator systems, including for example one or more camera systems 3, one or more radar systems 4, one or more lidar systems 5, one or more ultrasonic sensor systems 7, one or more braking actuators, one or more steering actuators, one or more propulsion motors, etcetera. The electronic vehicle guidance system 7 comprises an electronic control system 2 according to the invention, which may for example control the sensor systems 3, 4, 5, 6 and / or the actuator systems or a part of them and / or receive data from the sensor systems 3, 4, 5, 6 and / or actuator systems or a part of them.

[0075] The electronic control system 2 comprises at least a liquid cooled first ECU 8 and a liquid cooled second ECU 8 as well as a hydraulic manifold 10 according to the invention. The first ECU 8 comprises a first coolant inlet 12a for receiving a liquid coolant from the hydraulic manifold 10 and the second ECU 8 comprises a second coolant inlet for receiving the liquid coolant from the hydraulic manifold 10. For example, the first ECU 8 comprises a first coolant outlet 12b for providing the liquid coolant back to the hydraulic manifold 10 and the second ECU 8 comprises a second coolant outlet for providing the liquid coolant back to the hydraulic manifold 10.

[0076] Perspective views of an exemplary implementation of an electronic control system 2 according to the invention are shown schematically in Fig. 2 and Fig. 3. Fig. 4 shows schematically a perspective view of an ECU 8 of the electronic control system 2 and an exemplary implementation according to the invention of a hydraulic manifold 10 of the electronic control system 2. Fig. 5 shows schematically a side view of the ECU 8 and the hydraulic manifold 10 of Fig. 4, and Fig. 6 shows schematically a further perspective view of the ECU 8 of Fig. 4

[0077] The electronic control system 2 has for example a modular design, which fulfils high power requirements and thermal requirements. In some implementations the ECUs 8, without restrict of the generality four ECUs 8, are designed as blade units that can be inserted into and removed from a rack housing 9. The ECUs 8 may comprise respective cooling channels 15 integrated in the blades to provide the liquid coolant to one or more circuit boards of the ECU 8. Consequently, in such implementations, no standalone cooling plate is required, which would require a firm contact to the blades and a compression of thermal interface materials between the ECU 8 and the cooling plate.

[0078] The ECUs 8 are connected to the hydraulic manifold 10. In some embodiments, the ECUs 8 are connected to the hydraulic manifold 1 by hydraulic quick connect couplings, which comprise respective sockets 12a, 12b and corresponding plugs 16a, 16b, 17a, 17b, 18a, 18b, 19a, 19b, as shown also in Fig. 4 and Fig. 12. The hydraulic quick connect couplings allow an efficient coolant distribution between the cooling channels inside of the ECU 8 and the hydraulic manifold. The hydraulic quick connect couplings may be equipped with a self-aligning feature to enable blind connection may provide a misalignment tolerance up to 1 mm, for example. The circuit is automatically closed upon disconnection and spill- free connection and disconnection. Seals remain intact during connection and disconnection under pressure and within a high temperature range.

[0079] The hydraulic manifold 10 may distribute the liquid coolant, which may be water or oil or another coolant fluid, to each ECU’s 8 cooling channel 15. It is noted that for the lowest ECU 8 of Fig. 2, which is not inserted into the rack housing 9, a top cover covering the cooling channel 15 is not shown for illustrative purposes. A respective lower cover 21 is shown in Fig. 6.

[0080] In some implementations, the different ECUs 8 may be connected to a backplane circuit board 31 by respective board-to-board connectors 30 for power distribution, as shown also in Fig. 5 and Fig. 6.

[0081] For example, each ECU 8 may include a circuit board and respective integrated cooling channels 15, which enclose the circuit board and include cool potentially hot electronic components. The cooling region may also include cooling fins designed to provide a further improved cooling performance.

[0082] In some implementations, alignment features, such as alignment pins 22, guiding rails 13 and / or hard stops may be provided at the housing 20 of the ECU 8 to ensure a proper contact to the backplane circuit board 31 and a proper hydraulic coupling to the hydraulic manifold 10. The alignment pins 22 may, in particular, provide an alignment for both the board-to-board connectors 30 and the hydraulic coupling to the hydraulic manifold 10. The guiding rails 13 or fins allow for a simple placement of the ECU 8 and also an additional alignment. Additionally, they may minimize a horizontal movement of the ECU 8 and prevent from tilting of the ECU 8.

[0083] The design is scalable and modular by using a central liquid coolant supply via the hydraulic manifold 10. In some embodiments, EMI / EMC fingers on the ECUs 8 may be provided for electromagnetic shielding. For example, the ECUs 8 may be secured to the rack housing 9 by respective screws 14 or other locking mechanisms such as ejectors, plungers or auto locks. The screws 14 join the ECU 8 to the rack housing 9 with the threaded connection. When fastening them, they remain securely attached to the rack housing 9 and also allow for a quick assembly. They can for example be screwed by hand and also by a screwdriver. The hydraulic manifold 10 ensures the reliable coolant distribution between all ECUs 8. In some implementations, the hydraulic manifold 10 may for example include two machined parts, hydraulic quick connect couplings and inlet and outlet hydraulic connectors 11 a, 11 b. The inlet connector 11 a and the outlet connector 11 b may for example be SAE or VDA type connectors. The machined parts may be optimized to reduce material and total weight of the hydraulic manifold 10.

[0084] Fig. 7 to Fig. 11 show different schematic views of a further exemplary implementation of a hydraulic manifold 10 according to the invention for the non-limiting case of three ECUs 8 to be connected to the hydraulic manifold 10.

[0085] The hydraulic manifold 10 comprises a main inlet 11 a for receiving the coolant from a coolant source of the motor vehicle 1 , a first ECU outlet 27a for supplying the coolant to a first ECU 8, a second ECU outlet 28a for supplying the coolant to a second ECU 8, and a channel structure 23a for guiding the coolant from the main inlet 11 a to the first ECU outlet 27a and to the second ECU outlet 28a. The first ECU outlet 27a is arranged in a first channel 24a, also denoted as finger, of the channel structure 23a and the second ECU outlet 28a is arranged in a second channel 25a of the channel structure 23a. In a sectional plane parallel to the x-z-plane of Fig. 7, a first boundary 32a of the first channel 24a is shaped as a circular arc of a first circle and a second boundary 32b of the first channel 24a is shaped as a circular arc of a further first circle. In the sectional plane, a first boundary 33a of the second channel 25a is shaped as a circular arc of a second circle and a second boundary 33b of the second channel 25a is shaped as a circular arc of a further second circle.

[0086] The main inlet 11a and the channel structure 23a represent an inlet side of the hydraulic manifold 10. In some embodiments, the hydraulic manifold 10 also comprises an outlet side, whose further channel structure 23b is mirrored version of the channel structure 23a with respect to a mirror plane parallel to the y-z-plane. In particular, the hydraulic manifold 10 then comprises a main outlet 11b for providing the coolant to a coolant drain of the motor vehicle 1 , a first ECU inlet 27b for receiving the coolant from the first ECU 8, a second ECU inlet 28b for receiving the coolant from the second ECU 8, and a further channel structure 23b for guiding the coolant from the first ECU inlet 27b and from the second ECU inlet 28b to the main outlet 11b. The first ECU inlet 27a is arranged in a further first channel 24b of the further channel structure 23b and the second ECU inlet 28b is arranged in a further second channel 25b of the further channel structure 23b. In the sectional plane, a first boundary of the further first channel 24b is shaped as a circular arc of a fourth circle and a second boundary of the further first channel 24b is shaped as a circular arc of a further fourth circle. In the sectional plane, a first boundary of the further second channel is shaped as a circular arc of a fifth circle and a second boundary of the further second channel 25b is shaped as a circular arc of a further fifth circle. As the further channel structure 23b may be the mirrored version of the channel structure 23a, all explanations regarding the inlet side and the channel structure 23a may be carried over analogously to the outlet side and the further channel structure 23b.

[0087] In some embodiments, the hydraulic manifold 10 is designed to distribute the liquid coolant also through a third ECU 8 of the motor vehicle 1 , as in the embodiment of Fig. 7. In this case, the hydraulic manifold 10 comprises a third ECU outlet 29a for supplying the coolant to the third ECU 8, and the channel structure 23a is designed for guiding the coolant from the main inlet 11a also to the third ECU outlet 29a. The third ECU outlet 29a is arranged in a third channel 26a of the channel structure 23a. In the sectional plane, a first boundary 34a of the third channel 26a is shaped as a circular arc of a third circle and a second boundary 34b of the third channel 26a is shaped as a circular arc of a further third circle. Analogously, the hydraulic manifold 10 may be extended to supply one or more further ECUs 8 in respective implementations of the hydraulic manifold 10.

[0088] In particular, the channel structure 23a may comprise a common channel, which extends along a principal coolant inflow direction 36 of the coolant from the main inlet 11a into the channel structure, wherein in Fig. 7, the principal coolant inflow direction 36 is parallel to the negative z-axis. In the sectional plane, a further boundary 35 of the channel structure 23a, which is a straight line parallel to the coolant inflow direction 36, may be a boundary of the common channel. Each of the first channel 24a, the second channel 25a, and, if applicable, the third channel 26a may be defined, in particular fully defined, by the respective first boundary 32a, 33a, 34a, the respective second boundary 32b, 33b, 34b, and a respective third boundary 32c, 33c, 34c, which connects the respective first boundary 32a, 33a, 34a to the respective second boundary 32b, 33b, 34b, and, for example has the shape of a circular arc as well, in particular the shape of a semi-circle. For example, the channel structure 23a may be defined, in particular fully defined, by the respective boundaries of the first channel 24a, the second channel 25a, and, if applicable, the third channel 26a and, in particular, any further channel of the channel structure 23a, and the further boundary 35 and the opening of the main inlet 11 a towards the channel structure 23a. For example, the first circle and the further first circle are concentric circles and the second circle and the further second circle are concentric circles and, if applicable, the third circle and the further third circle are concentric circles.

[0089] In some embodiments, a principal coolant outflow direction from the channel structure 23a through the first ECU outlet 27a into the first ECU 8 is parallel to a principal coolant outflow direction from the channel structure 23a through the second ECU outlet 28a into the second ECU 8 and perpendicular to the principal coolant inflow direction 36 from the main inlet 11 a into the channel structure 23a. If applicable, the principal coolant outflow direction from the channel structure 23a through the first ECU outlet 27a is also parallel to the principal coolant outflow direction from the channel structure 23a through the third ECU outlet 29a. In the example of Fig. 7, the principal coolant outflow direction from the channel structure 23a through the first ECU outlet 27a is perpendicular to the x-z-plane.

[0090] In some embodiments, in the sectional plane, in a lateral direction, which is perpendicular to the principal coolant inflow direction 36 from the main inlet 11a into the channel structure 23a and perpendicular to the coolant outflow direction from the channel structure 23a through the first ECU outlet 27a, a center of the first ECU outlet 27a and a center of the second ECU outlet 28a, and, if applicable, a center of the third ECU outlet 29a, have the same lateral position. In the example of Fig. 7, the lateral direction is parallel to the x- axis. On the other hand, in the sectional plane, a center of the main inlet 11a is offset with respect to the center of the first ECU outlet 27a in the lateral direction. For example, the center of the main inlet 11 a may be arranged such that the liquid coolant is predominantly flowing from the main inlet 11 a directly into the common channel and, for example, into the one of the first channel 24a, the second channel 25a, and the third channel 26a, which lies closest to the main inlet 11 a.

[0091] As depicted in Fig. 7 and Fig. 8, in the sectional plane, a lateral distance dO in the lateral direction between the further boundary 35 and the first boundary 32a of the first channel 24a is greater than a lateral distance d1 in the lateral direction between the further boundary 35 and the second boundary 32b of the first channel 24a by a first offset value (d0-d1). Furthermore, the lateral distance d1 in the lateral direction between the further boundary 35 and the first boundary 33a of the second channel 25a is equal to the lateral distance d1 in the lateral direction between the further boundary 35 and the second boundary 32b of the first channel 24a and is greater than a lateral distance d2 in the lateral direction between the further boundary 35 and the second boundary 33b of the second channel 25a by a second offset value (d1 -d2). In particular, the first offset value (d0-d1 ) is equal to the second offset value (d1 -d2).

[0092] In particular, the third boundary 32c of the first channel 24a connects the first boundary 32a of the first channel 24a with the second boundary 32b of the first channel 24a. This holds analogously for the respective boundaries 33a, 33b, 33c, 34a, 34b, 34c of the second channel 25a and the third channel 26a. In particular, the second boundary 32b of the first channel 24a is connected with the first boundary 33a of the second channel 25a and the second boundary 33b of the second channel 25a is connected with the first boundary 34a of the third channel 26a. For example, the second boundary 34b of the third channel 26a is connected to the further boundary 35. This may be extended analogously for the case of additional ECUs 8 and respective channels of the channel structure 23a.

[0093] In the following, specific numerical values for individual dimensions of the hydraulic manifold 10 are given for a non-limiting use case, wherein the hydraulic manifold 10 is designed to supply exactly three ECUs 8 as in the schematic drawings of Fig. 7 to Fig. 11 . In this exemplary use case, the liquid coolant is supplied to the hydraulic manifold 10 with a pressure of 3.5 bar or 350 kPa, respectively and flow rate of 4.5 l / min. The radius R1 of the first circle and the fourth circle is for example 28 mm, the radius (R1 +d3) of the further first circle and the further fourth circle is for example 43 mm. The radius R2 of the second circle and the fifth circle is for example 30.46 mm, the radius (R2+d3) of the second circle and the fifth circle is for example 45,46 mm. The radius R3 of the third circle is for example 38.67 mm, the radius (R2+d3) of the second circle and the fifth circle is for example 53,67 mm. The radii R4 = 2*d3 of the semi-circles forming the third boundaries 32c, 33c, 34c is for example 7.5mm.

[0094] The lateral distance dO is for example 15.75 mm, the lateral distance d1 is for example 10.5 mm and the lateral distance d2 is for example 5.25 mm. A diameter 2*R6 (see Fig. 10) of the main inlet 1 1 a and the main outlet, respectively, is for example 14 mm and a diameter 2*R5 (see Fig. 9) of the ECU outlets 27a, 28a, 29a of the channel structure 23a and of the ECU inlets 27b, 28b, 29b of the further channel structure 23b is for example 6 mm. Along the y-axis, a height h of the channel structure 23a and the further channel structure 23b, respectively, is for example 14 mm.

[0095] A distance d4 between the respective center positions of the main inlet 11 a and the main outlet 11 b is for example 68 mm. A distance d5 between the respective center positions of the ECU outlet 27a and the ECU inlet 27b as well as between the respective center positions of the ECU outlet 28a and the ECU inlet 28b and between the respective center positions of the ECU outlet 29a and the ECU inlet 29b is for example 33 mm.

Claims

Claims1 . Hydraulic manifold (10) for distributing a liquid coolant through at least a first electronic control unit, ECU, (8) and a second ECU (8) of a motor vehicle (1 ), wherein the hydraulic manifold (10) comprises a main inlet (11 a) for receiving the coolant from a coolant source, a first ECU outlet (27a, 28a, 29a) for supplying the coolant to the first ECU (8), a second ECU outlet (27a, 28a, 29a) for supplying the coolant to the second ECU (8), and a channel structure (23a) for guiding the coolant from the main inlet (11 a) to the first ECU outlet (27a, 28a, 29a) and to the second ECU outlet (27a, 28a, 29a); the first ECU outlet (27a, 28a, 29a) is arranged in a first channel (24a, 25a, 26a) of the channel structure (23a) and the second ECU outlet (27a, 28a, 29a) is arranged in a second channel (24a, 25a, 26a) of the channel structure (23a); in a sectional plane, a first boundary (32a, 33a, 34a) of the first channel (24a, 25a, 26a) is shaped as a circular arc of a first circle and a second boundary (32b, 33b, 34b) of the first channel (24a, 25a, 26a) is shaped as a circular arc of a further first circle; and in the sectional plane, a first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a) is shaped as a circular arc of a second circle and a second boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) is shaped as a circular arc of a further second circle.

2. Hydraulic manifold (10) according to claim 1 , wherein the first circle and the further first circle are concentric and the second circle and the further second circle are concentric.

3. Hydraulic manifold (10) according to one of the preceding claims, wherein a coolant outflow direction from the channel structure (23a) through the first ECU outlet (27a, 28a, 29a) is parallel to a coolant outflow direction from the channel structure (23a)through the second ECU outlet (27a, 28a, 29a) and perpendicular to a coolant inflow direction (36) from the main inlet (11a) into the channel structure (23a).

4. Hydraulic manifold (10) according claim 3, wherein, in the sectional plane, in a lateral direction, which is perpendicular to the coolant inflow direction (36) from the main inlet (11 a) into the channel structure (23a) and perpendicular to the coolant outflow direction from the channel structure (23a) through the first ECU outlet (27a, 28a, 29a), a center of the first ECU outlet (27a, 28a, 29a) and a center of the second ECU outlet (27a, 28a, 29a) have the same lateral position.

5. Hydraulic manifold (10) according claim 4, wherein, in the sectional plane, a center of the main inlet (11a) is offset with respect to the center of the first ECU outlet (27a, 28a, 29a) in the lateral direction.

6. Hydraulic manifold (10) according to one of claims 3 to 5, wherein, in the sectional plane, a further boundary (35) of the channel structure (23a) is a straight line parallel to the coolant inflow direction (36).

7. Hydraulic manifold (10) according to claim 6, wherein, in the sectional plane, a lateral distance between the further boundary (35) and the first boundary (32a, 33a, 34a) of the first channel (24a, 25a, 26a) is greater than a lateral distance between the further boundary (35) and the second boundary (32b, 33b, 34b) of the first channel (24a, 25a, 26a) by a first offset value.

8. Hydraulic manifold (10) according to one of claims 6 or 7, wherein, in the sectional plane, a lateral distance between the further boundary (35) and the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a) is greater than a lateral distance between the further boundary (35) and the second boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) by a second offset value.

9. Hydraulic manifold (10) according to claim 7 and claim 8, wherein the first offset value is equal to the second offset value.

10. Hydraulic manifold (10) according to one of the preceding claims, wherein, in the sectional plane, the second boundary (32b, 33b, 34b) of the first channel (24a, 25a,26a) touches the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a).11 . Hydraulic manifold (10) according to one of the preceding claims, wherein, in the sectional plane, a third boundary (32c, 33c, 34c) of the first channel (24a, 25a, 26a) is shaped as a circular arc connecting the first boundary (32a, 33a, 34a) of the first channel (24a, 25a, 26a) to the second boundary (32b, 33b, 34b) of the first channel (24a, 25a, 26a); and / or a third boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) is shaped as a circular arc connecting the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a) to the second boundary of the second channel (24a, 25a, 26a).

12. Hydraulic manifold (10) according to claim 11 , wherein, in the sectional plane, the third boundary (32c, 33c, 34c) of the first channel (24a, 25a, 26a) is a semi-circle and / or the third boundary (32c, 33c, 34c) of the second channel (24a, 25a, 26a) is a semi-circle.

13. Hydraulic manifold (10) according to one of the preceding claims, wherein the hydraulic manifold (10) comprises a third ECU outlet (27a, 28a, 29a) for supplying the coolant to a third ECU (8) of the motor vehicle (1 ), and the channel structure (23a) is designed for guiding the coolant from the main inlet (11 a) to the third ECU outlet (27a, 28a, 29a); the third ECU outlet (27a, 28a, 29a) is arranged in a third channel (24a, 25a, 26a) of the channel structure (23a); in the sectional plane, a first boundary (32a, 33a, 34a) of the third channel (24a, 25a, 26a) is shaped as a circular arc of a third circle and a second boundary (32b, 33b, 34b) of the third channel (24a, 25a, 26a) is shaped as a circular arc of a further third circle.

14. Hydraulic manifold (10) according to one of the preceding claims, wherein the hydraulic manifold (10) comprises a main outlet (11 b) for providing the coolant to a coolant drain, a first ECU inlet (27b, 28b, 29b) for receiving the coolant from the first ECU (8), a second ECU inlet for receiving the coolant from the second ECU (8),and a further channel structure (23b) for guiding the coolant from the first ECU inlet (27b, 28b, 29b) and to the second ECU inlet to the main outlet (11 b); the first ECU inlet (27b, 28b, 29b) is arranged in a further first channel (24a, 25a, 26a) of the further channel structure (23b) and the second ECU inlet is arranged in a further second channel (24a, 25a, 26a) of the further channel structure (23b); in the sectional plane, a first boundary of the further first channel (24b, 25b, 26b) is shaped as a circular arc of a fourth circle and a second boundary of the further first channel (24b, 25b, 26b) is shaped as a circular arc of a further fourth circle; and in the sectional plane, a first boundary of the further second channel (24b, 25b, 26b) is shaped as a circular arc of a fifth circle and a second boundary of the further second channel (24b, 25b, 26b) is shaped as a circular arc of a further fifth circle.

15. Electronic control system (2) for a motor vehicle (1 ) comprising a hydraulic manifold (10) according to one of the preceding claims, a first ECU (8) with a first coolant inlet (12a) connected to the first ECU outlet (27a, 28a, 29a), and a second ECU (8) with a second coolant inlet connected to the second ECU outlet (27a, 28a, 29a).

16. Electronic control system (2) according to claim 15, wherein the first ECU (8) is a domain controller, and the second ECU (8) is a zone controller or a body controller.

17. Electronic vehicle guidance system (7) comprising an electronic control system (2) according to one of claims 15 or 16.

18. Electronic vehicle guidance system (7) according to claim 17 comprising at least one sensor system (3, 4, 5, 6) and / or at least one actuator system for the motor vehicle (1), wherein the first ECU (8) and / or the second ECU (8) are configured to control the at least one sensor system and / or the at least one actuator system (3, 4, 5, 6) and / or to receive data from the at least one sensor system and / or the at least one actuator system.

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