Redundant power supply architecture with cross-connections to support dual independent on-board power

Abstract

The invention relates to a brake system for a motor vehicle. In particular, the invention relates to a redundant power supply architecture for two independent on-board electrical systems to support energy supply from only one power supply input. The brake system may include an electro-hydraulic brake system and / or an electronic brake system.

Description

[0001] The present invention relates to an electronic brake system for a motor vehicle. In particular, the invention relates to a redundant power supply architecture for two independent on-board electrical systems to support energy supply from only one power supply input. The brake system can comprise an electro-hydraulic brake system or an electromechanical brake system.

[0002] Electronic brake systems in motor vehicles can comprise hydraulic brake circuits for controlling the braking at each wheel. Some of these systems are brake-by-wire systems with redundant hydraulic control. Recently, some systems comprise a front axle hydraulic brake circuit and a rear axle electromechanical brake. For pressure generation, electric or electronic drive units can be used.

[0003] Furthermore, electromechanical wheel brakes are known, which usually have an electric or electronic drive unit that interacts with a mechanical device or gearbox. On the output side, a brake unit can be arranged, which can comprise, for example, a brake component with a friction part. The friction part can be pressed onto a brake disc or brake drum, for example, by a translational movement. This can generate the desired braking of the motor vehicle in operation.

[0004] The relevant functions for controlling the motor drive units are usually predefined in a corresponding brake control unit (ECU). For example, here a force regulator can be provided, which can generate a setpoint for the actuator speed or a speed based on a specified target force, which can correspond to a driver brake request, in order to exert a clamping force on a specified wheel brake.

[0005] The availability of the brake control unit and the corresponding motor drive units is therefore very important, since the wheel brakes are one of the safety-relevant functions of a motor vehicle. This can lead to a redundant design of critical components or functions. In this sense, redundancy means the additional presence of components or functions that are identical or comparable / equivalent, i.e. for example at least two connections, such as data lines or communication lines. This means that even if a certain component or system fails, the safe operation of the entire brake system can still be ensured.

[0006] In this way, if the brake system fails, the motor vehicle is still able to reliably come to a standstill and remain stationary. The requirements for highly automated driving systems can even be higher than for current driving systems.

[0007] In this context, it must also be taken into account that, for example, a failure of the power supply or the on-board electrical system can lead to the fact that such a motor vehicle brake can no longer be operated.

[0008] Furthermore, today's motor vehicles can implement more than one on-board electrical system, for example two or more on-board electrical systems can be installed in a vehicle.

[0009] It is an important task of the present invention to make use of the presence of more than one on-board electrical system and to ensure a safe operation of the brake system.

[0010] The present invention achieves this object by a brake system for a motor vehicle and a wheel braking method for a motor vehicle according to one of the independent claims. Preferred embodiments and further features of the present invention can be found in the respective dependent claims.

[0011] Thus, in a first aspect, the present invention provides a brake system for a motor vehicle, comprising

[0012] a first brake system,

[0013] an ECU modulator connected to a first power supply input of a first on-board electrical system,

[0014] an ECU actuator connected to a second power supply input of a second on-board electrical system,

[0015] a first electronic switch and a second electronic switch each connected between the ECU modulator and the ECU actuator,

[0016] wherein the ECU modulator and the ECU actuator each have a first protection interface, and

[0017] a first cross-connection connecting a first connection line and a second connection line to each other,

[0018] wherein the first electronic switch and the second electronic switch are arranged in series within the first cross-connection, and

[0019] wherein a motor drive unit is connectable to the second connection line.

[0020] The brake system allows the use of electrical power from the first on-board electrical system and / or the second on-board electrical system for operating the motor drive unit. Thus, the brake system according to the present invention can advantageously be used for motor vehicles comprising a plurality of on-board electrical systems.

[0021] One on-board electrical system can be configured as a high-voltage on-board electrical system, such as an on-board electrical system using a 48V battery, which can be used for some vehicle functions, such as starting the vehicle, while a second on-board electrical system, such as a 12V system, can be used for other vehicle functions. According to some embodiments of the present invention, a DC-DC converter can be used to connect the on-board electrical systems to each other. However, the brake system according to the present invention is not limited to this configuration. In other configurations, both on-board electrical systems can use the same voltage system.

[0022] The brake system according to the present application can comprise a first electro-hydraulic brake system having at least one hydraulically operated wheel brake. The electro-hydraulic brake system can have a hydraulically operated wheel brake which can act on a wheel of at least one of the axles of the motor vehicle. For example, the wheel brake can be a hydraulically operated disc brake or a hydraulically operated drum brake. Based on a brake control signal received at a first electronic control unit (ECU) of the first brake system, the wheel brake is applied with a hydraulic brake pressure in an active operation of the brake system, which is converted by the wheel brake into a braking force acting on the respective vehicle wheel assigned to the wheel brake.

[0023] The first brake system can comprise an ECU actuator configured to generate the hydraulic brake pressure based on the brake control signal received by the first ECU. The first brake system can further comprise an ECU modulator configured to modulate the hydraulic pressure from the ECU actuator to the brake. The brake fluid of the wheel brake can be provided from a first fluid reservoir.

[0024] The brake system according to the present application can further comprise a second brake system which can be configured as an electro-hydraulic brake system or an electromechanical brake system. The electromechanical brake system can comprise electromechanically operated wheel brakes. It is conceivable that the wheel brakes are electromechanically actuated on the same or different axles of the motor vehicle, for example, a second axle can be configured with electromechanical wheel brakes. The second brake system can control each of the wheel brakes at the corresponding or second axle independently from each other.

[0025] However, the first brake system can be designed to exchange information with the second brake system. For example, this can be actuation information, applied brake pressure or braking force or other operating information of the first and second brake system.

[0026] In a normal operating mode, the first electro-hydraulic brake system can receive a brake control signal from a vehicle controller.

[0027] For the electro-hydraulic brake system, the actuator can comprise an electric motor to drive a piston within a hydraulic cylinder. The piston is connected to the electric motor in such a way that a rotation of a drive shaft of the motor translates the piston within the cylinder. Thus, the power of the electric motor is translated into a translation of the pressure piston in the hydraulic cylinder, thereby pressurizing the brake fluid located in the hydraulic cylinder with a certain pressure. A motor position sensor can monitor the rotational position of the rotor of the electric motor and, thus, the current position of the pressure piston in the hydraulic cylinder.

[0028] The hydraulic cylinder of the first actuator can also be hydraulically connected to the ECU modulator, wherein between the ECU modulator and the hydraulic cylinder of the first actuator a currentless closing pressure supply valve, i.e. a pressure feed valve (PFV) can be arranged. Thus, the pressure supply valve can establish or interrupt the hydraulic connection between the ECU actuator and the ECU modulator. Thus, the wheel brake is applied with a hydraulic brake pressure in the active operation of the first electrohydraulic brake system, which is converted by the wheel brake into a brake force acting on the respective vehicle wheel to which the wheel brake is assigned.

[0029] The ECU modulator part of the first brake system can be equipped with a currentless opening feed valve and a currentless closing discharge valve for each connected hydraulically operated wheel brake. The discharge valve is designed to establish or interrupt the hydraulic connection between the wheel brake and the reservoir, so that the hydraulic brake pressure applied in the wheel brake can be reduced via the discharge valve. At the same time, by selectively opening and closing the feed valve, the hydraulic brake pressure applied in the wheel brake can be modulated depending on the applied inlet pressure.

[0030] A brake input system can be included in the first brake system or can be separate from the first brake system. The brake input system can include a master cylinder in which a movable cylinder piston is mounted. The cylinder piston can be moved by actuating an actuation pedal connected to the cylinder piston in the master cylinder, or the brake fluid located in the master cylinder can be pressurized with hydraulic pressure. The resulting hydraulic pressure can be detected by a pressure sensor. Furthermore, the displacement distance of the cylinder piston can be determined by a displacement sensor. The master cylinder can initially be hydraulically connected to a pedal feel simulator. A vehicle control can generate a brake control signal based on the movement of the pedal. The brake control signal can be transmitted to the control unit ECU.

[0031] The brake input system can also be connected to the first brake system via a master cylinder valve. The master cylinder valve is normally in the closed state and is opened in the backup mode of the first brake system to provide brake control. In the normal operating mode, the first brake system can be operated in a wirelessly controlled manner based on the brake control signal. Alternatively, the brake input system can be independent of the first brake system, but still provide a brake control signal to the first electronic control unit ECU.

[0032] The first electronic control unit ECU can also be connected to a parking brake system comprising a parking brake switch, so that upon depression of the parking brake switch, the first control unit ECU can process the corresponding information. The first control unit ECU can be designed to transmit corresponding control information for activating the parking brake function.

[0033] In the case of electromechanical actuation of the wheel brake, the wheel brake can for example comprise an electromechanically operated disc brake or an electromechanically operated drum brake. Here, the wheel brake can comprise an electric drive motor unit, also referred to as an actuator.

[0034] According to the application, the ECU modulator can be connected to a first power supply input of the first vehicle electrical system and the ECU actuator can be connected to a second power supply input of the second vehicle electrical system. The first electronic switch and the second electronic switch can each be connected between the ECU actuator and the ECU modulator, wherein the ECU actuator and the ECU modulator can each have an additional first protection interface.

[0035] The first electronic switch and the second electronic switch can be arranged in series in a first cross-connection, which can connect the first connection line and the second connection line to each other. In this way, it is possible to switch on (“activate”) or switch off (“deactivate”) the cross-connection between the first connection line and the second connection line, thereby electrically separating the two connection lines.

[0036] The ECU modulator and / or the ECU actuator can be provided with a plurality of interfaces or actuators.

[0037] For example, the brake system can comprise at least one of:

[0038] - a motor drive interface for connecting and / or controlling an actuator,

[0039] - an actuation interface, or

[0040] - a power control microprocessor interface.

[0041] Each of which can be electrically connected to the second connection line, thereby providing a direct power supply link to the second vehicle electrical system. The motor drive interface can be used to connect and / or control a motor drive unit of an electrohydraulic brake system or an electromechanical brake system.

[0042] Furthermore, the brake system can also comprise at least one of:

[0043] - a power control microprocessor interface, or

[0044] - a modulation interface.

[0045] Each of which can be electrically connected to the first connection line, thereby providing a direct power supply link to the first vehicle electrical system.

[0046] It should be understood that these types of interfaces are only mentioned by way of example and that other interfaces are also possible. Furthermore, these interfaces can be electrically connected to the first or second connection line or the first or second vehicle electrical system.

[0047] This configuration allows the first electronic switch and the second electronic switch to control the power supplied to the motor drive unit as well as to other interfaces. If both electronic switches are activated, power can be provided to the motor drive interface, thereby providing power to the motor drive unit.

[0048] The first protection interface can be arranged in the first connection line and the second connection line, respectively. Both of these protection interfaces can perform short circuit detection by monitoring the voltage drop over the protection interface to achieve reverse current protection. Thus, these protection interfaces can prevent the coupling of both power supply inputs when any of the electronic switches is activated. The protection interfaces can have the same predefined threshold voltage drop, or they can have different predefined threshold voltage drops from each other.

[0049] In a preferred embodiment of the invention, a current sensing module can be located in the first cross connection. The current sensing device can be located at a position between the first protection interface of the first circuit and the first electronic switch. The signal of the current sensing module can be used to identify and check the current in the cross connection.

[0050] In another preferred embodiment of the invention, a second cross connection can be arranged which connects the first connection line and the second connection line to each other. Thus, the second cross connection can be arranged at least partially in parallel to the first cross connection. According to one embodiment, the second cross connection can comprise a third electronic switch and a fourth electronic switch. Activating the third and fourth electronic switches can provide current limited power to the motor drive interface, the actuation interface and / or the power control microprocessor interface.

[0051] Thus, a current limiting module can be located in the second cross connection. The current limiting module can be located at a position between the electronic switches of the second cross connection and the interfaces. For example, the current limiting module can be an active or passive resistor in the second cross connection.

[0052] This arrangement advantageously prevents an excessive current draw of the first power supply input of the first on-board electrical system by pre-charging the motor drive interface or other components at the second connection line before the electronic switches of the first cross connection are activated. The third and fourth electronic switches of the second cross connection can be activated to support, for example, the actuation interface or the power control microprocessor interface until the electronic switches of the first cross connection are activated.

[0053] In a preferred embodiment of the invention, when the power supply of the second on-board electrical system falls below a predefined voltage threshold, all electronic switches of the first and second cross connection can be activated in order to allow the power supply of the first on-board electrical system to power the interfaces of the second connection line, for example the motor drive interface.

[0054] According to a further preferred embodiment of the invention, the second cross connection can be directly coupled to the first cross connection. In this embodiment, the second cross connection can be electrically connected to the first cross connection at a position between the first electronic switch and the second electronic switch.

[0055] This embodiment allows to save one electronic switch. The current limiting module can be located at a position between the connection point of the first cross connection and only one electronic switch of the second cross connection.

[0056] In this arrangement, the activation of the first and second electronic switches of the first cross connection can advantageously provide power to the motor drive interface. Furthermore, overcurrent detection can also be included.

[0057] The activation of the second electronic switch of the first cross connection and the third electronic switch of the second cross connection can advantageously provide current limited power to the corresponding interface. Furthermore, due to the current limiting module, current limiting is possible. This arrangement can prevent an excessive current draw of the first on-board power network by pre-charging the interface, e.g. the motor drive interface, before the first electronic switch of the first cross connection is activated.

[0058] The activation of the second electronic switch of the first cross connection and the third electronic switch of the second cross connection can advantageously support the actuation interface and / or the power supply control microprocessor interface before the first electronic switch of the first cross connection is activated.

[0059] In a preferred embodiment of the present invention, when the power supply of the second on-board power network falls below a predefined voltage threshold, the first, second and third electronic switches of this arrangement can be activated in order to allow the power supply of the first on-board power network to power the interface of the second connection line.

[0060] In a further aspect, the present invention also provides a method of braking a wheel of a motor vehicle implemented on a brake system as described above.

[0061] In yet another aspect, the present invention also provides a motor vehicle comprising at least one brake system as described above.

[0062] The background description provided herein is intended to generally present the context of the present disclosure. Aspects out of the work of the inventors themselves, and work done by others in the same field as of the present background art, are not explicitly or implicitly admitted as prior art to the present disclosure.

[0063] Further details of the present invention can be found in the description of the illustrated embodiments and the appended claims.

[0064] The accompanying drawings illustrate:

[0065] Figure 1 Partial schematic of a first embodiment of an exemplary brake system,

[0066] Figure 2 Partial schematic of a first embodiment of an actuator and modulator arrangement of an exemplary brake system,

[0067] Figure 3 partial schematic view of a second embodiment of an actuator and modulator arrangement of an exemplary brake system,

[0068] Figure 4 partial schematic view of a third embodiment of an actuator and modulator arrangement of an exemplary brake system,

[0069] Figure 5 partial schematic view of a fourth embodiment of an actuator and modulator arrangement of an exemplary brake system, and

[0070] Figure 6 partial schematic view of a fifth embodiment of an actuator and modulator arrangement of an exemplary brake system.

[0071] In the following, similar or identical features are labeled with the same reference signs.

[0072] Figure 1 A modular vehicle brake system 102 for a motor vehicle 100 is shown, the modular vehicle brake system having a first electro-hydraulic brake system 110 and a second brake system (not shown). The vehicle 100 can implement a plurality of on-board electrical networks 106, 108 within the vehicle. The brake system 102 for the motor vehicle 100 comprises:

[0073] a first electro-hydraulic brake system 110,

[0074] an ECU modulator 118 connected to a first power supply input of a first on-board electrical network 108,

[0075] an ECU actuator 116 connected to a second power supply input of a second on-board electrical network 106,

[0076] a first electronic switch 155 and a second electronic switch 156, each connected between the ECU modulator 118 and the ECU actuator 116,

[0077] wherein the ECU modulator 118 and the ECU actuator 116 each have a first protection interface 157, 158, and

[0078] a first cross-connection 141 connecting a first connection line 107 and a second connection line 109 to each other,

[0079] wherein the first electronic switch 155 and the second electronic switch 156 are arranged in series within the first cross-connection 141, and

[0080] wherein a motor drive unit is connectable to the second connection line 109.

[0081] For example, the on-board electrical network 106 can be used for some vehicle functions, such as starting the vehicle. The second on-board electrical network 108 can be used for other vehicle functions. In one embodiment of the invention, the on-board electrical network 106 can be a high-voltage on-board electrical network using a 48V battery, and the second on-board electrical network 108 can be a 12V system.

[0082] If the input voltage of one on-board electrical network is 48V, a DC-DC converter can be used to connect the on-board electrical networks to each other.

[0083] In one embodiment of the invention, the first electro-hydraulic braking system 110 can be connected to the second on-board electrical network 108.

[0084] Figure 1 The mechanical structure and connections of the normal and backup operating modes of the first braking system 110 are schematically shown, while Figures 2 to 6 various variations of the power supply architecture providing a redundant power supply usable for the first braking system 110 are shown.

[0085] The first electro-hydraulic braking system 110 has hydraulically operated wheel brakes 112a and 112b acting on the wheels of the first axle 104 of the motor vehicle 100. For example, the wheel brakes 112a and 112b can be hydraulically operated disc brakes. Based on a brake control signal received at the first electronic control unit ECU 114 of the first braking system 110, the wheel brakes 112a and 112b are applied with a hydraulic brake pressure in the active operation of the braking system 110, which is converted by the wheel brakes 112a and 112b into a braking force acting on the respective vehicle wheels assigned to the wheel brakes 112a and 112b.

[0086] The first braking system 110 has an ECU actuator 116 (“ECU1 actuator”) to generate a hydraulic brake pressure based on a brake control signal received by the first electronic control unit ECU 114. The first braking system 110 has an ECU modulator 118 (“ECU1 modulator”) to modulate the hydraulic pressure from the ECU actuator 116 to the wheel brakes 112a and 112b. The brake fluid of the wheel brakes 112a and 112b is provided from a first reservoir 120.

[0087] However, the first brake system 110 is designed to exchange information with the second brake system 140. This can be, for example, actuation information, applied brake pressure or brake force or other operating information of the first brake system 110 and the second brake system 140. The second brake system 140 can have electro-hydraulic or electromechanical actuated wheel brakes at the second axle of the vehicle. The second brake system 140 can control each of the wheel brakes at the second axle independently of one another.

[0088] In the normal operating mode, the first electro-hydraulic brake system 110 receives brake control signals from the vehicle controller 128. The ECU actuator 116 comprises a motor 122 and a drive piston 124 within a hydraulic cylinder 126. The piston 124 is connected to the motor 122 in such a way that a rotation of a drive shaft of the motor 122 causes the piston 124 to translate within the cylinder 126. Thus, the electric motor 122 is converted into a translation of the pressure piston 124 in the hydraulic cylinder 126, thereby pressurizing the brake fluid located in the hydraulic cylinder 126 at a certain pressure. A motor position sensor monitors the rotational position of the rotor of the electric motor 122 and, thus, the current position of the pressure piston 124 in the hydraulic cylinder 126.

[0089] The hydraulic cylinder 126 of the ECU actuator 116 is also hydraulically connected to the ECU modulator 118, wherein a currentless closing pressure supply valve 130, i.e. a pressure feed valve (PFV), is arranged between the ECU modulator 118 and the hydraulic cylinder 126 of the first actuator 116. Thus, the pressure supply valve 130 can establish or interrupt the hydraulic connection between the ECU actuator 116 and the ECU modulator 118.

[0090] Thus, the wheel brakes 112a and 112b are applied with hydraulic brake pressure in the active operation of the first electro-hydraulic brake system 110, which is converted by the wheel brakes 112a and 112b into a brake force acting on the respective vehicle wheel to which the wheel brakes 112a and 112b are assigned.

[0091] The ECU modulator 118 part of the first brake system 110 is equipped with a currentless opening feed valve 132 and a currentless closing discharge valve 134 for each connected hydraulically operated wheel brake 112a and 112b. The discharge valve 134 is designed to establish or interrupt a hydraulic connection between the wheel brakes 112a and 112b and the reservoir 120, so that the hydraulic brake pressure applied in the wheel brakes 112a and 112b can be reduced via the discharge valve 134. At the same time, by selectively opening and closing the feed valve 132, the hydraulic brake pressure applied in the wheel brakes 112a and 112b can be modulated depending on the applied inlet pressure.

[0092] The brake input system 180 can be included in the first brake system 110 or can be separate from the first brake system 110. The brake input system 180 comprises a master cylinder 181 in which a movable cylinder piston 182 is mounted. The cylinder piston 182 can be moved by actuating an actuation pedal 183 connected to the cylinder piston 182 in the master cylinder 181 or the brake fluid located in the master cylinder 181 can be pressurized with hydraulic pressure. The resulting hydraulic pressure is detected by a pressure sensor 184. Furthermore, the displacement distance of the cylinder piston 182 is determined by a displacement sensor. The master cylinder 181 is initially hydraulically connected to a pedal feel simulator 186. The vehicle controller 108 generates a brake control signal based on the movement of the pedal 183. The brake control signal is transmitted to the first control unit 114.

[0093] The brake input system 180 is also connected to the first brake system 110 via a master cylinder valve 188. The master cylinder valve 188 is normally in the closed state and is opened in the fallback mode of the first brake system 110 to provide brake control. In the normal operating mode, the first brake system 110 is operated in a wirelessly controlled manner based on the brake control signal. Alternatively, the brake input system 180 can be independent of the first brake system 110, but still provide a brake control signal to the first control unit.

[0094] The first control unit 114 is also connected to a parking brake system 190 comprising a parking brake switch 192, so that the first control unit 114 can process corresponding information when the parking brake switch 192 is depressed. The first control unit 114 is then designed to transmit corresponding control information for activating the parking brake function.

[0095] The brake system 102 according to the application can comprise more than one electronic control unit ECU. For example, a first electronic control unit 114 can provide a first brake system on the first axle 104 and a second electronic control unit can provide a second brake system on the rear axle. Further embodiments of the brake system 102 according to the application can comprise separate electronic control units to provide a brake for each wheel, for example. In the following examples, the figures shown refer only to the first brake system 110 for the sake of clarity. It is understood that the brake system 102 can also comprise more than one brake system and / or more than one ECU actuator 116 and / or more than one ECU modulator 118. In a further embodiment of the application, the first electronic control unit 114 can also comprise a brake system for the rear axle.

[0096] Figure 2 A partial schematic diagram of a first embodiment of the power supply architecture 150 between the ECU modulator 118 and the ECU actuator 116 is shown.

[0097] In Figure 2and in the following figures only the components of the electronic circuit of the ECU modulator 118 and the ECU actuator 116 relevant to the present application are shown.

[0098] The first brake system 110 comprises a first redundant power supply architecture 150 for both independent on-board electrical networks 106, 108, with cross-connections 141, 142 to support powering the brake system 102 from only one power supply input 152.

[0099] The first power supply architecture 150 comprises a first circuit MOD 118a and a second circuit ACT 116a. The first circuit MOD 118a (“modulator”) belongs to the ECU modulator 118 and the second circuit ACT 116a (“actuator”) belongs to the ECU actuator 116. The first circuit MOD 118a and the second circuit ACT 116a can be combined and comprised in the electronic control unit ECU 114.

[0100] The power supply input 152 for the electronic brake system 110 is split into a first power supply input 108a (“power 1”) for the circuit MOD 118a of the ECU modulator 118 and a second power supply input 106a (“power 2”) for the circuit ACT 116a of the ECU actuator 116. Thus, the ECU actuator 116 is connected to the power supply input end 106a of the second on-board electrical network 106 and the ECU modulator 118 is connected to the second power supply input end 108a of the first on-board electrical network 108.

[0101] A first electronic switch 155 and a second electronic switch 156 are connected between the ECU actuator 116 and the ECU modulator 118, wherein the ECU actuator 116 and the ECU modulator 118 each have a first protection interface 157, 158. The electronic switches 155, 156 are arranged in series in the first cross-connection 141 connecting the first connection line 109 and the second connection line 107 to each other.

[0102] Multiple interfaces or actuators can be provided for the circuit ACT 116a and the circuit MOD 118a. From Figure 2 It can be seen that the exemplary brake system 110 comprises:

[0103] - a motor drive interface 170 for connecting and / or controlling a motor drive unit,

[0104] - an actuation interface 171, and

[0105] - a power control microprocessor interface 172.

[0106] All interfaces 170, 171, 172 are electrically coupled to the second connection line 109, thereby providing a direct power supply link to the second on-board electrical network 106.

[0107] Furthermore, the brake system 110 further comprises:

[0108] - a power supply control microprocessor interface 173, and

[0109] - a modulation interface 174.

[0110] All interfaces 173, 174 are electrically coupled to the first connection line 107, thereby providing a direct power supply link to the first on-board electrical network 108.

[0111] It should be understood that these interfaces and actuators are only shown as examples and that other embodiments and arrangements are still possible. For example, the interfaces can be valves for the ECU modulator 118 or the ECU actuator 116.

[0112] The shown configuration of the power supply architecture 150 allows the first electronic switch 155 and the second electronic switch 156 to control the power supplied to the motor drive interface 170 as well as to the other interfaces 171, 172. If both electronic switches 155, 156 are activated, sufficient power can be provided to the motor drive interface 170, thereby to the motor drive unit.

[0113] First protection interfaces 157, 158 are arranged in the first connection line 107 and the second connection line 109. These protection interfaces 157, 158 are configured with a reverse current protection. In this way, these protection interfaces 157, 158 prevent the coupling of both power supply inputs 106a, 108a when either of the electronic switches is activated.

[0114] In a preferred embodiment of the invention, from Figure 2 It can be seen that the current sensing device 161 is located in the first cross-connection 141. The current sensing device 161 is located at a position between the first protection interface 157 of the circuit MOD 118a and the first electronic switch 155.

[0115] In Figure 2 In the exemplary embodiment of the invention shown, the second cross-connection 142 is arranged to connect the first connection line 109 and the second connection line 107 to each other. The second cross-connection 142 is arranged in parallel to the first cross-connection 141, thereby providing a second electrical connection between the connection lines 107, 109.

[0116] According to Figure 2 According to the embodiment shown, the second cross-connection 142 comprises a third electronic switch 159 and a fourth electronic switch 160. Activating the third electronic switch 159 and the fourth electronic switch 160 provides a current-limited power to the motor drive interface 170, the actuation interface 171 and / or the power supply control microprocessor interface 172.

[0117] Accordingly, a current limiting module 162 is provided in the second cross-connect 142. The current limiting module 162 is located between the third electronic switch 159 and the motor drive interface 170, the actuation interface 171 and / or the power control microprocessor interface 172.

[0118] This arrangement advantageously prevents an excessive current draw from the first power supply input of the first on-board electrical network 108 by pre-charging the motor drive interface 170 before activating the electronic switches 155, 156 of the first cross-connect 141. The third electronic switch 159 and the fourth electronic switch 160 of the second cross-connect 142 can be activated to support, for example, the actuation interface 171 or the power control microprocessor interface 172 until the electronic switches 155, 156 of the first cross-connect 141 are activated.

[0119] In a preferred embodiment of the application, when the power supply of the second on-board electrical network 106 drops below a predefined voltage threshold, all electronic switches 155, 156, 159, 160 of the first cross-connect 141 and the second cross-connect 142 are activated in order to allow the power supply of the first on-board electrical network 108 to power the motor drive interface 170 or other interfaces 171, 172.

[0120] In an exemplary embodiment, a communication link 119 is provided to connect the power control microprocessor interface 172 and the power control microprocessor interface 173 to each other, thereby enhancing the communication between these components.

[0121] In Figures 2 to 6 The monitoring interface 143 and the diagnostic interface 144 are shown. The skilled person is able to determine the optimal monitoring / diagnostic interface location based on the circuit layout, power, load, etc. of the specific circuit arrangement.

[0122] The monitoring interface 143 for the protection interface 157, 158 comprises checking for reverse current flow into the on-board electrical network and power input monitoring.

[0123] The diagnostic interface 144 will check whether the electronic switches 155 / 156 / 159 / 160 / 154 / 254 are correctly activated / deactivated. The diagnostic interface 144 will also check whether the electronic switches 354a / 354b are correctly activated / deactivated.

[0124] According to a further preferred embodiment of the application, the second cross-connect 142 can be directly coupled to the first cross-connect 141. Figure 3 A partial schematic of a corresponding second embodiment of the power supply architecture 250 between the ECU modulator 118 and the ECU actuator 116 is shown.

[0125] In the present exemplary embodiment, the second cross connection 142 is electrically coupled to the first cross connection 141 at a position between the first electronic switch 155 and the second electronic switch 156. This embodiment allows for cost savings, as one electronic switch can be omitted from the power architecture. The functionality remains essentially unchanged. In such an embodiment, the current limiting module 162 can be located at a position between the connection point of the first cross connection 141 and the remaining electronic switch 159 of the second cross connection 142.

[0126] In this arrangement, activation of the first electronic switch 155 and the second electronic switch 156 of the first cross connection 141 can advantageously provide power to the motor drive interface 170 or other interfaces 171, 172. Furthermore, overcurrent detection is also included.

[0127] Activation of the second electronic switch 159 of the first cross connection 141 and the third electronic switch 159 of the second cross connection 142 can advantageously provide power to the motor drive interface 170 or other interfaces 171, 172. Furthermore, due to the location of the current limiting module 162, current limiting is possible. This arrangement can prevent excessive current draw from the first on-board electrical network 108 by pre-charging the motor drive interface 170 before the first electronic switch 155 of the first cross connection 141 is activated.

[0128] Activation of the second electronic switch 156 of the first cross connection 141 and the third electronic switch 159 of the second cross connection 142 can advantageously support the actuation interface 171 and / or the power control microprocessor interface 172 before the first electronic switch 155 of the first cross connection 141 is activated.

[0129] In a preferred embodiment of the present invention, the first electronic switch 155, the second electronic switch 156 and the third electronic switch 159 of this arrangement can be activated when the power supply of the second on-board electrical network 106 falls below a predefined voltage threshold, in order to allow the power supply of the first on-board electrical network 108 to power the motor drive interface 170.

[0130] Figure 4 A partial schematic of a third embodiment of a power architecture 350 between the ECU modulator 118 and the ECU actuator 116 is shown.

[0131] The third power architecture 350 likewise comprises a first circuit MOD 118a and a second circuit ACT 116a. The power input 152 for the electronic brake system 110 is also split into a first power input 108a for the first circuit MOD 118a and a second power input 106a for the second circuit ACT 116a.

[0132] A first electronic switch 155 for circuit MOD 118a and a second electronic switch 156 for circuit ACT 116a are also included. Both the first electronic switch 155 and the second electronic switch 156 have two connections between a power control microprocessor interface 172 and a power control microprocessor interface 173. The microprocessor can be part of a corresponding chipset, which can contain additional electronic elements, such as other microprocessors, power control units, etc.

[0133] Circuit ACT 116a and circuit MOD 118a can be configured as different interfaces. It should be understood that the electronic switch operations disclosed in this document work independently of the microprocessor interface and the chipset.

[0134] Hence, multiple interfaces or actuators can be provided for circuit ACT 116a and circuit MOD 118a. In an exemplary embodiment, motor drive interface 170, actuation interface 171, and power control microprocessor interface 172 are provided for circuit ACT 116a, and power control microprocessor interface 173 and modulation interface 174 are provided for circuit MOD 118a.

[0135] The first on-board electrical network 106 and the second on-board electrical network 108 can require two series diodes to be drawn from the first on-board electrical network 106 and two series protection interfaces to be drawn from the second on-board electrical network 108 to the input of a Dropout buffer. This can increase the turn-on voltage of the regulator.

[0136] Circuit MOD 118a has a first protection interface 157 and a second protection interface 154 arranged in series. Likewise, circuit ACT 116a has a first protection interface 158 and a second protection interface 154 also arranged in series.

[0137] Both the first protection interface 157, 158 and the second protection interface 154 can be used for short circuit detection to perform reverse battery protection by monitoring the voltage drop across the diodes. That is, if the voltage drops below a predetermined threshold, this indicates that a short circuit is present.

[0138] The first protection interface 157 and the second protection interface 154 can have the same predetermined threshold voltage drop, or can have different predetermined threshold voltage drops from each other. The second protection interface 154 can be a MOSFET as shown in Figure 4

[0139] In the shown embodiment, the second protection interface 154 is positioned in series between the electronic switches 155, 156 and the modulation interface 174. For example, the modulation interface 174 can control an actuator for a modulator valve.

[0140] In Figure 4 ​In this circuit, the second protection interface 154 is also positioned in series with the first protection interface 157 of the circuit MOD 118a.

[0141] Figure 5 A partial schematic diagram of a fourth embodiment of the power architecture 450 is shown. The braking system 110 has a second redundant power architecture 450 for two independent onboard electrical networks 106, 108, which has cross-connections 141 to support power supply to the braking system 110 from only one power input 106a, 108a. The operation of the power architecture 450 is similar to... Figure 4 Similar to what was discussed in the article.

[0142] Figure 5 In the implementation scheme, the second electronic switch 254 is still positioned in series between the first protection interface 158, electronic switches 155 and 156, and modulation interface 174. The second electronic switch 254 can be as follows: Figure 3 The MOSFET shown.

[0143] Figure 6 A partial schematic diagram of a fifth embodiment of the power architecture 550 is shown. The corresponding braking system 110 has a second redundant power architecture 550 for two independent on-board electrical networks 106, 108, which has cross-connections 141 to support power supply to the braking system 110 from only one power input 106a, 108a. The operation mode of the power architecture 550 is similar to... Figure 5 Similar to what was discussed in the article.

[0144] like Figure 4 In the illustrated embodiment, the second electronic switch 254 is replaced by two smaller electronic switches 354a and 354b. Figure 6 In this configuration, electronic switches 354a and 354b are positioned in parallel with electronic switches 155 and 156 and modulation interface 174.

[0145] In a power supply architecture, voltage can be measured at different locations.

[0146] Redundant power architectures of 150, 250, 350, 450, and 550 can power all functions from two or more power inputs. A single point of failure on a power line of one of the vehicle's electrical grids in an ECU will not affect other independent vehicle electrical grids. This special power architecture also solves the problem of no cross-interference. Cross-connection monitoring 141 and 142 prevents inactivation during short-circuit or high-current events. This special cross-connection will solve the problem of very small cross-currents between independent vehicle electrical grids.

[0147] The foregoing description should be interpreted as illustrative of the disclosure and not in a limiting sense. For a complete description of the scope of the present disclosure, the appended claims should be consulted. While various non-limiting embodiments have been shown and described, equivalent changes and modifications of the present disclosure can be made by one of ordinary skill in the art. It is therefore intended that the present disclosure not be limited to the embodiments disclosed, but rather cover all modifications and alternatives coming within the scope of the present disclosure. While different non-limiting embodiments are shown as having particular components or steps, embodiments of the present disclosure are not limited to these combinations. Some of the components or features of one non-limiting embodiment can be used with other embodiments of the present disclosure. For these reasons, the appended claims should be consulted and construed to determine the true scope and content of the present disclosure.

[0148] List of reference signs

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[0150]

Claims

1. A brake system (102) for a motor vehicle, comprising: a first brake system (110), an ECU modulator (118) connected to a first power supply input (108a) of a first on-board electrical network (108), an ECU actuator (116) connected to a second power supply input (106a) of a second on-board electrical network (106), a first electronic switch (155) and a second electronic switch (156), each connected between the ECU modulator (118) and the ECU actuator (116), wherein the ECU modulator (118) and the ECU actuator (116) each have a first protection interface (157, 158), and a first cross-connection (141) connecting a first connection line (107) and a second connection line (109) to each other, wherein the first electronic switch (155) and the second electronic switch (156) are arranged in series within the first cross-connection (141), and wherein a motor drive unit is connectable to the second connection line (109).

2. The brake system (102) according to claim 1, characterized in that The brake system (102) comprises at least one electro-hydraulic brake system (110) having hydraulically operated wheel brakes.

3. The brake system (102) according to any one of the preceding claims, characterized in that The brake system (102) comprises at least one electro-mechanical brake system having electro-mechanically operated wheel brakes.

4. The brake system (102) according to any one of the preceding claims, characterized in that The first protection interface (157, 158) is configured to comprise a reverse current protection.

5. The brake system (102) according to any one of the preceding claims, characterized in that The brake system comprises at least one of: - a motor drive interface (170) for connecting and / or controlling the motor drive unit, - an actuation interface (171), or - a power control microprocessor interface (172), each electrically connected to the second connection line (109).

6. The brake system (102) according to any one of the preceding claims, characterized in that The brake system comprises at least one of: - a power control microprocessor interface (173), or - a modulation interface (174), each electrically connected to the first connection line (107).

7. The brake system (102) according to the preceding claim, characterized in that A third protection interface (163) is located at a position between the first power supply input (108a) of the first on-board electrical network (108) and the power control microprocessor interface (173).

8. The brake system (102) according to any one of the preceding claims 5 and 6, characterized in that A fourth protection interface (164) is located at a position between the first power supply input (108a) of the first on-board electrical network (108) and the modulation interface (174), wherein the fourth protection interface (164) is preferably configured to comprise a reverse current protection.

9. The brake system (102) according to any one of the preceding claims, characterized in that A current sensing device (161) is located in the first cross-connection (141), preferably at a position between the first protection interface (157) and the first and second electronic switches (155, 156).

10. The brake system (102) according to any one of the preceding claims, characterized in that A second cross-connection (142) is arranged to connect the first connection line (107) and the second connection line (109) to each other.

11. The brake system (102) according to the preceding claim, characterized in that The second cross-connect (142) comprises a third electronic switch (159) and a fourth electronic switch (159, 160).

12. The brake system (102) according to any one of the preceding claims, characterized in that A current limiting module (162) is located in the second cross-connect (142), preferably at a location between the third electronic switch (159) and the motor drive interface (170), the actuation interface (171) and / or the power supply control microprocessor interface (172).

13. The brake system (102) according to any one of the preceding claims, characterized in that The second cross-connect (142) is coupled to the first cross-connect (141) at a location between the first electronic switch (155) and the second electronic switch (156).

14. A method for braking a wheel implemented on a braking system (102) according to any one of the preceding claims.

15. A motor vehicle comprising at least one braking system (102) according to any one of the preceding claims 1 to 13.

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