Hydraulic manifold for dispensing 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, first ECU outlets (27a, 28a, 29a) for supplying coolant to a first ECU (8), second ECU outlets (27a, 28a, 29a) for supplying coolant to a second ECU (8), and a channel structure (23a) for guiding coolant from the main inlet (11a) to the first and second ECU outlets (19a, 28a, 29a). The first ECU outlets (27a, 28a, 29a) are arranged in a first channel (24a, 25a, 26a) of the channel structure (23a), and the second ECU outlets (27a, 28a, 29a) are arranged in a second channel (24a, 25a, 26a) of the channel structure (23a). First and second boundaries (32a, 32b) of the first channel (24a, 25a, 26a) are shaped as circular arcs of a first circle, and first and second boundaries (33a, 33b) of the second channel (24a, 25a, 26a) are shaped as circular arcs of a second circle.

Description

Technical Field

[0001] This invention relates to a hydraulic manifold for distributing liquid coolant through at least a first electronic control unit (ECU) and a second ECU of a motor vehicle. The invention also relates to an electronic control system including such a hydraulic manifold and two ECUs, and to an electronic vehicle guidance system including such an electronic control system. Background Technology

[0002] With the increasing functionality and computing power of electronic control systems used in vehicles (e.g., electronic control systems for semi-autonomous or fully autonomous driving functions or driver assistance systems), heat dissipation of electronic components increases. Therefore, liquid cooling is known to be used for those electronic components. However, liquid cooling typically involves increased assembly space.

[0003] Document WO 2023 / 217928 A1 describes an electronic control system for liquid cooling of a vehicle, comprising at least two ECUs, each ECU having at least one circuit carrier cooled by means of a corresponding cooling channel for liquid coolant. Furthermore, a hydraulic manifold is provided, connected to the ECUs, to centrally supply liquid coolant to both ECUs between the main inlet and main outlet of the hydraulic manifold.

[0004] Because the distance between the coolant inlet of the manifold and the different connections to the ECU varies, the pressure and / or temperature of the coolant flowing into the manifold may differ from ECU to ECU. Therefore, to ensure adequate cooling for all ECUs, a higher initial pressure and / or a lower initial temperature of coolant is required. Summary of the Invention

[0005] The purpose of this invention is to provide a hydraulic manifold for distributing liquid coolant through two ECUs of a motor vehicle, the hydraulic manifold achieving a more uniform inflow pressure and / or temperature of coolant between the different ECUs.

[0006] This objective is achieved through the relevant subject matter of the independent claims. Further embodiments and preferred embodiments are the subject matter of the dependent claims.

[0007] This invention is based on the idea of ​​arranging outlets for supplying coolant from the hydraulic manifold to the ECU within channels of a channel structure within the hydraulic manifold, wherein the channels have boundaries shaped as arcs. Extensive CFD simulations (CFD: Computational Fluid Dynamics) have shown that a particularly uniform distribution of coolant flow within the hydraulic manifold can be achieved in this manner.

[0008] According to one aspect of the invention, a hydraulic manifold is provided for distributing liquid coolant through at least a first electronic control unit (ECU) and a second ECU of a motor vehicle. The hydraulic manifold includes a main inlet for receiving coolant from a coolant source, a first ECU outlet for supplying coolant to the first ECU, and a second ECU outlet for supplying coolant to the second ECU. The hydraulic manifold includes a channel structure, particularly within a housing of the hydraulic manifold, for guiding coolant from the main inlet to the first ECU outlet and 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 cross-section through the hydraulic manifold, particularly through the housing and / or through the channel structure, a first boundary of the first channel is formed as an arc of a first circle, and a second boundary of the first channel (particularly opposite to the first boundary of the first channel) is formed as an arc of another first circle. In a cross-section, a first boundary of the second channel is formed as an arc of a second circle, and a second boundary of the second channel (particularly opposite to the first boundary of the second channel) is formed as an arc of another second circle.

[0009] Specifically, the radius of the first circle is different from the radius of the second circle, and the radius of the other first circle is different from the radius of the other second circle. Unless otherwise stated, the description of a circle or arc does not include the extreme cases of infinite radius (in other words, a straight line) or zero radius.

[0010] Herein and hereinafter, unless otherwise stated, "channel" can be understood as a cooling channel or coolant channel, or in other words, a channel for liquid coolant. A channel structure can also be represented as at least two channels including a first channel and a second channel. In some embodiments, the channel structure may further include a common channel connecting the first and second channels to each other with a main inlet.

[0011] The first and second channels can, for example, be shaped as finger-like bends or curves branching from the common channel. Specifically, the common channel can extend along the main coolant inflow direction at the main inlet. In other words, the channel structure can be understood as a comb-like structure with bends or curves formed by at least the first and second channels.

[0012] The first and second ECU outlets of the hydraulic manifold can be connected to the corresponding coolant inlets of the respective ECUs, for example, through one or more hoses, pipes, tubes, rigid connectors, or other connections for guiding liquid coolant.

[0013] The ECU itself may include corresponding cooling channels into which coolant can be supplied via a hydraulic manifold outlet when appropriately connected. The cooling channels of the ECU may be formed by one or more components of the ECU, defining the boundaries of the cooling channels. For example, the corresponding cooling channels may be arranged relative to at least one circuit carrier of the corresponding ECU such that, in the presence of coolant within the cooling channels, and particularly flowing through them, the coolant can absorb heat, which is dissipated by one or more electronic components of at least one corresponding circuit carrier.

[0014] It should be noted that the above description refers to a hydraulic manifold, particularly the inlet side for the liquid coolant. In some embodiments, the hydraulic manifold may also include an outlet side having additional channel structures and corresponding additional first and second channels, etc., for receiving liquid coolant returning from the ECU after passing through it. Alternatively, an additional hydraulic manifold may be provided for the outlet side.

[0015] The main inlet of the hydraulic manifold can, for example, be connected to a coolant source for supplying liquid coolant, wherein the coolant source is arranged separately from the hydraulic manifold and ECU in the vehicle. Furthermore, in a corresponding embodiment, the main outlet of the hydraulic manifold or the other hydraulic manifold can, for example, be connected to a corresponding coolant drain for liquid coolant, wherein the coolant drain is also arranged separately from the ECU and hydraulic manifold in the vehicle. For example, the vehicle may include means for recirculating, regulating, or recooling the liquid coolant received from the main outlet by the coolant drain and supplying it back to the main inlet via the coolant source. For this purpose, the vehicle may also include a transport system for the liquid coolant, which includes, for example, one or more pumps to transport the liquid coolant from the coolant source to the main inlet, back to the main outlet and drain via cooling channels, etc.

[0016] It should also be noted that in some embodiments, the hydraulic manifold may be designed to further distribute liquid coolant through one or more additional ECUs of the vehicle. In this case, the channel structure may include a corresponding additional channel for each of the one or more additional ECUs and a corresponding additional ECU outlet, wherein the relative boundaries of the additional channels are also shaped as arcs. The explanations above and below regarding the first and second channels, particularly their geometry, and other components of the manifold associated with the first and second ECUs, are similarly applicable to each of the one or more additional channels in the corresponding embodiments.

[0017] CFD simulations have shown that shaping the boundaries of the first and second channels into circular arcs achieves a particularly uniform distribution of coolant flow within the channel structure, especially by reducing turbulence. Furthermore, it was found that the pressure drop of the coolant between the different ECU outlets of the hydraulic manifold is also reduced. Therefore, the pressure and temperature differences of the coolant at its entry points into different ECUs are reduced.

[0018] According to several embodiments, the first circle and the other first circle are concentric, and the second circle and the other second circle are concentric.

[0019] Therefore, the first channel has a constant width in the corresponding regions of the first and second boundaries of the first channel. It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner.

[0020] According to several embodiments, the coolant outflow direction from the channel structure through the first ECU outlet is parallel to the coolant outflow direction from the channel structure through the second ECU outlet, and perpendicular to the coolant inflow direction from the main inlet into the channel structure.

[0021] In other words, the liquid coolant enters the channel structure via the main inlet, and its flow direction changes by 90° as it exits the channel structure through the first ECU outlet and the second ECU outlet, respectively. It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner.

[0022] The coolant inflow direction can also be represented as the main coolant inflow direction. It can be understood as the direction parallel to the normal vector of the plane crossed by the main inlet. The coolant outflow direction can also be represented as the main coolant outflow direction. These can be understood as the directions parallel to the corresponding normal vector of the plane crossed by the respective ECU outlet.

[0023] According to several embodiments, in the cross-section, in a lateral direction 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, the center of the first ECU outlet and the center of the second ECU outlet have the same lateral position.

[0024] In other words, the first ECU outlet and the second ECU outlet are arranged vertically along the coolant inflow direction. Specifically, the first ECU outlet and the second ECU outlet are circular. It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner.

[0025] According to several embodiments, in the cross-section, the center of the main inlet is offset in the lateral direction relative to the center of the first ECU outlet.

[0026] Specifically, the main inlet is circular. It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner.

[0027] According to several embodiments, in the cross-section, another boundary of the channel structure is a straight line parallel to the coolant inflow direction.

[0028] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0029] According to several embodiments, the lateral distance in the lateral direction between the other boundary of the first channel and the first boundary is greater than the lateral distance in the lateral direction between the other boundary of the first channel and the second boundary by a first offset value.

[0030] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0031] According to several embodiments, in the cross section, the lateral distance in the lateral direction between the other boundary of the second channel and the first boundary is greater than the lateral distance in the lateral direction between the other boundary of the second channel and the second boundary by a second offset value.

[0032] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0033] According to several implementations, the first bias value is equal to the second bias value.

[0034] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0035] According to several implementations, the distance between the other boundary of the second channel and the second boundary is zero, especially if the hydraulic manifold is designed to distribute liquid coolant through exactly two ECUs (i.e., the first ECU and the second ECU).

[0036] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0037] According to several embodiments, in the cross section, the second boundary of the first channel contacts the first boundary of the second channel.

[0038] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner. Specifically, the first boundary of the second channel extends from its starting point to its ending point. The second boundary of the first channel extends from its starting point to its ending point. The contact between the second boundary of the first channel and the first boundary of the second channel can be understood as the end point of the second boundary of the first channel being the same as its starting point. Alternatively, an additional boundary, such as a fillet, may exist between these points.

[0039] According to several embodiments, in the cross-section, the third boundary of the first channel is shaped as an arc connecting the first boundary of the first channel to the second boundary of the first channel. Alternatively or further, the third boundary of the second channel is shaped as an arc connecting the first boundary of the second channel to the second boundary of the second channel.

[0040] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner. For example, the total boundary of the first channel includes the first boundary, the second boundary, and the third boundary of the first channel, and / or the total boundary of the second channel includes the first boundary, the second boundary, and the third boundary of the second channel.

[0041] 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 semicircle.

[0042] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of liquid coolants can be further reduced in this manner.

[0043] According to several embodiments, the hydraulic manifold is designed to distribute liquid coolant through at least a first ECU, a second ECU, and a third ECU of a motor vehicle.

[0044] According to several embodiments, the hydraulic manifold includes a third ECU outlet for supplying coolant to a third ECU of a motor vehicle. The channel structure is designed to guide coolant from a main inlet to the third ECU outlet. The third ECU outlet is disposed in a third channel of the channel structure. In cross-section, a first boundary of the third channel is shaped as an arc of a third circle, and a second boundary of the third channel is shaped as an arc of another third circle.

[0045] It has been found, particularly based on CFD simulations, that the pressure and temperature differences of the liquid coolant can be further reduced in this manner. Provided it is technically feasible, the descriptions of the first ECU outlet, second ECU outlet, first channel, and second channel similarly apply to the third ECU outlet and third channel. In particular, the third circle and the other third circle can be concentric.

[0046] According to various embodiments, the hydraulic manifold includes a main outlet for supplying coolant to a coolant discharge section of a motor vehicle, a first ECU inlet for receiving coolant from a first ECU, a second ECU inlet for receiving coolant from a second ECU, and another channel structure for guiding coolant from the first ECU inlet to the second ECU inlet and then to the main outlet. The first ECU inlet is disposed in another first channel of the other channel structure, and the second ECU inlet is disposed in another second channel of the other channel structure. In cross-section, a first boundary of the other first channel is shaped as an arc of a fourth circle, and a second boundary of the other first channel is shaped as an arc of another fourth circle. In cross-section, a first boundary of the other second channel is shaped as an arc of a fifth circle, and a second boundary of the other second channel is shaped as an arc of another fifth circle.

[0047] Therefore, a single hydraulic manifold can be used to distribute liquid coolant from the coolant source to the ECU and return it from the ECU to the coolant outlet.

[0048] The explanation of the channel structure and its channels applies similarly to the other channel structure and its additional channels. In particular, the channel structure and the other channel structure may be mirror-symmetric about a mirror plane perpendicular to the cross-section.

[0049] According to another aspect of the present invention, an electronic control system for a motor vehicle is provided. The electronic control system includes a hydraulic manifold according to the present invention, a first ECU having a first coolant inlet connected to a first ECU outlet, and a second ECU having a second coolant inlet connected to a second ECU outlet.

[0050] For example, the first ECU includes a first coolant outlet connected to the inlet of the first ECU, and the second ECU includes a second coolant outlet connected to the inlet of the second ECU.

[0051] ECU, in particular, is a data processing device. In this disclosure, a data processing device (also referred to as a computing device) can be understood, for example, as a device having processing circuitry for processing data. Therefore, a data processing device can perform computational operations to process data. Index access to a data structure (e.g., a lookup table (LUT) or a database) can also be considered a computational operation.

[0052] Specifically, the data processing apparatus may include one or more computers, one or more microcontrollers, and / or one or more integrated circuits, such as one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more system-on-a-chip (SoCs). The data processing apparatus may also include one or more processors, such as one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, particularly one or more digital signal processors (DSPs). The data processing apparatus may also include a physical or virtual cluster of computers or other such apparatuses.

[0053] The data processing apparatus may also include one or more hardware and / or software interfaces, for example, for receiving and / or providing data.

[0054] The data processing apparatus may also include one or more memory devices. These memory devices may be implemented as volatile memory, such as dynamic random access memory (DRAM) or static random access memory (SRAM), or as non-volatile data memory, such as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, ferroelectric random access memory (FRAM), magnetoresistive random access memory (MRAM), or phase-change random access memory (PCRAM).

[0055] According to various implementations, the first ECU is a domain controller, and the second ECU is a zone controller or a body controller.

[0056] According to several embodiments, the electronic control system includes a housing, and a first ECU and a second ECU are disposed within the housing. For example, the electronic control system includes an ECU stack of ECUs stacked on top of each other, the ECU stack including the first ECU and the second ECU.

[0057] Further embodiments of the electronic control system according to the invention directly follow various embodiments of the hydraulic manifold according to the invention, and vice versa. Specifically, the various features, corresponding explanations, and advantages associated with the various embodiments of the hydraulic manifold according to the invention can be similarly transferred to the corresponding embodiments of the electronic control system according to the invention.

[0058] According to another aspect of the present invention, an electronic vehicle guidance system for motor vehicles is provided. The electronic vehicle guidance system includes an electronic control system according to the present invention.

[0059] An electronic vehicle guidance system can be understood as an electronic system configured to guide a vehicle in a fully automated or fully autonomous manner, specifically without requiring manual intervention or control by the vehicle's driver or user. The vehicle automatically performs all necessary functions, such as steering, deceleration, and / or acceleration, as well as monitoring and recording road traffic and corresponding responses. Specifically, an electronic vehicle guidance system can achieve fully automated or fully autonomous driving modes according to Level 5 of SAE J3016 classification. An electronic vehicle guidance system can also be implemented as an Advanced Driver Assistance System (ADAS) that assists the driver in partially automated or partially autonomous driving. Specifically, an electronic vehicle guidance system can achieve partially automated or partially autonomous driving modes according to Levels 1 to 4 of SAE J3016 classification. Here and below, SAE J3016 refers to the corresponding standard dated April 2021.

[0060] According to various embodiments, the electronic vehicle guidance system includes at least one sensor system and / or at least one actuator system for a motor vehicle. A first ECU and / or a second ECU are configured to control the at least one sensor system and / or the at least one actuator system and / or be configured to receive data from the at least one sensor system and / or the at least one actuator system.

[0061] The at least one sensor system may, for example, include one or more environmental sensor systems. For instance, an environmental sensor system can be understood as a sensor system capable of generating sensor data or sensor signals that depict, represent, or image the environment of the environmental sensor system. For example, a camera, lidar system, radar system, or ultrasonic sensor system can be considered an environmental sensor system. The at least one sensor system may, for example, include one or more inertial measurement units (IMUs), steering angle sensors, wheel rotation sensors, etc.

[0062] The at least one actuator system may include one or more brake actuators, one or more steering actuators, one or more propulsion motors, etc.

[0063] According to another aspect of the invention, a motor vehicle is provided. The motor vehicle includes an electronic vehicle guidance system according to the invention or an electronic control system according to the invention.

[0064] Other features of the invention will be apparent from the claims, the accompanying drawings, and the description of the drawings. The features and combinations of features mentioned in the foregoing description, as well as the features and combinations of features mentioned and / or shown in the following description of the drawings, may be included in the invention not only in their respective combinations, but also in other combinations. In particular, the invention may also include embodiments and combinations of features that do not have all the features of the originally formulated claims. Furthermore, the invention may include embodiments and combinations of features that go beyond or deviate from the combinations of features set forth in the claims. Attached Figure Description

[0065] The invention will be explained in detail below with reference to specific exemplary embodiments and corresponding schematic diagrams. In the drawings, the same or functionally identical elements may be represented by the same reference numerals. Descriptions of the same or functionally identical elements are not necessarily repeated in different drawings.

[0066] In the attached diagram,

[0067] Figure 1 A motor vehicle having an exemplary embodiment of the electronic vehicle guidance system according to the present invention is schematically shown;

[0068] Figure 2 A perspective view schematically illustrating an exemplary embodiment of an electronic control system according to the present invention is shown;

[0069] Figure 3 schematically shown Figure 2 Another perspective view of the electronic control system;

[0070] Figure 4 An exemplary embodiment of the hydraulic manifold according to the present invention and a perspective view of the ECU are schematically shown;

[0071] Figure 5 schematically shown Figure 4 Side view of the hydraulic manifold and ECU;

[0072] Figure 6 schematically shown Figure 4 Another perspective view of the ECU;

[0073] Figure 7 A cross-sectional front view of another exemplary embodiment of the hydraulic manifold according to the present invention is schematically shown;

[0074] Figure 8 schematically shown Figure 7 A perspective view of the cross-section of the hydraulic manifold;

[0075] Figure 9 schematically shown Figure 7Another perspective view of the hydraulic manifold;

[0076] Figure 10 schematically shown Figure 7 Another front view of the hydraulic manifold;

[0077] Figure 11 schematically shown Figure 7 A cross-sectional side view of the hydraulic manifold; and

[0078] Figure 12 A hydraulic quick-connect coupling is schematically shown for another exemplary embodiment of the electronic control system according to the invention. Detailed Implementation

[0079] exist Figure 1 The diagram schematically illustrates a motor vehicle 1 having an exemplary embodiment of the electronic vehicle guidance system 7 according to the invention. The motor vehicle 1, such as the electronic vehicle guidance system 7, may include, for example, 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 brake actuators, one or more steering actuators, one or more propulsion motors, etc. The electronic vehicle guidance system 7 includes an electronic control system 2 according to the invention, which may, for example, control the sensor systems 3, 4, 5, 6 and / or actuator systems or a portion thereof and / or receive data from the sensor systems 3, 4, 5, 6 and / or actuator systems or a portion thereof.

[0080] The electronic control system 2 includes at least a liquid-cooled first ECU 8 and a liquid-cooled second ECU 8, and a hydraulic manifold 10 according to the invention. The first ECU 8 includes a first coolant inlet 12a for receiving liquid coolant from the hydraulic manifold 10, and the second ECU 8 includes a second coolant inlet for receiving liquid coolant from the hydraulic manifold 10. For example, the first ECU 8 includes a first coolant outlet 12b for supplying liquid coolant back to the hydraulic manifold 10, and the second ECU 8 includes a second coolant outlet for supplying liquid coolant back to the hydraulic manifold 10.

[0081] exist Figure 2 and Figure 3 The diagram schematically shows a perspective view of an exemplary embodiment of the electronic control system 2 according to the present invention. Figure 4 A perspective view of the ECU 8 of the electronic control system 2 and the hydraulic manifold 10 of the electronic control system 2 according to an exemplary embodiment of the present invention are shown schematically. Figure 5 schematically shown Figure 4 Side view of ECU 8 and hydraulic manifold 10, and Figure 6 schematically shown Figure 4 Another perspective view of ECU 8.

[0082] The electronic control system 2 features, for example, a modular design that meets high power and thermal requirements. In some embodiments, without limiting itself to four ECUs 8 in general, the ECUs 8 are designed as blade-type units that can be inserted into and removed from the rack housing 9. The ECU 8 may include corresponding cooling channels 15 integrated into the blade structure to supply liquid coolant to one or more circuit boards of the ECU 8. Therefore, in such embodiments, a separate cooling plate is not required, which would necessitate robust contact with the blades and compressibility of the thermal interface material between the ECU 8 and the cooling plate.

[0083] ECU 8 is connected to hydraulic manifold 10. In some embodiments, ECU 8 is connected to hydraulic manifold 1 via a hydraulic quick-connect coupling, which includes corresponding sockets 12a, 12b and corresponding plugs 16a, 16b, 17a, 17b, 18a, 18b, 19a, 19b, as well as... Figure 4 and Figure 12 As shown in the diagram, the hydraulic quick-connect coupling allows for efficient coolant distribution between the cooling channels and hydraulic manifold within the ECU 8. The hydraulic quick-connect coupling can be equipped with a self-aligning feature to enable blind connections with misalignment tolerances, for example, up to 1 mm. The circuit automatically closes upon disconnection and without overflow. The seal remains intact during connection and disconnection under pressure and within a high-temperature range.

[0084] The hydraulic manifold 10 distributes liquid coolant (which may be water, oil, or other coolant fluid) to the cooling passages 15 of each ECU 8. It should be noted that for... Figure 2 The lowest ECU 8, which is not inserted into the frame housing 9, is not shown with the top cover covering the cooling passage 15 for illustrative purposes. Figure 6 The corresponding lower cover 21 is shown in the figure.

[0085] In some implementations, different ECUs 8 can be connected to the backplane circuit board 31 via corresponding board-to-board connectors 30 for power distribution, as well as... Figure 5 and Figure 6 As shown.

[0086] For example, each ECU 8 may include a circuit board and a corresponding integrated cooling channel 15, which surrounds the circuit board and includes electronic components for cooling potential heat. The cooling area may also include cooling fins designed to provide further improved cooling performance.

[0087] In some implementations, alignment features such as alignment pins 22, guide rails 13, and / or hard stops may be provided at the housing 20 of the ECU 8 to ensure proper contact with the backplane circuit board 31 and proper hydraulic connection with the hydraulic manifold 10. Specifically, alignment pins 22 can provide alignment for both the board-to-board connector 30 and the hydraulic coupling to the hydraulic manifold 10. Guide rails 13 or fins allow for easy placement of the ECU 8 and additional alignment. Furthermore, they can minimize horizontal movement of the ECU 8 and prevent tilting of the ECU 8.

[0088] This design is scalable and modular, utilizing a central liquid coolant supply via hydraulic manifold 10. In some embodiments, EMI / EMC fingers on the ECU 8 can be provided for electromagnetic shielding. For example, the ECU 8 can be secured to the frame housing 9 by corresponding screws 14 or other locking mechanisms such as ejectors, plungers, or automatic locks. The screws 14 attach the ECU 8 to the frame housing 9 via a threaded connection. When tightened, they remain firmly attached to the frame housing 9 and also allow for quick assembly. They can be tightened, for example, by hand or with a screwdriver.

[0089] The hydraulic manifold 10 ensures reliable coolant distribution among all ECUs 8. In some embodiments, the hydraulic manifold 10 may include, for example, two machined components, a hydraulic quick-connect coupling, and inlet and outlet hydraulic connectors 11b, 11a. The inlet connector 11a and outlet connector 11b may be, for example, SAE or VDA type connectors. The machined components can be optimized to reduce the material and overall weight of the hydraulic manifold 10.

[0090] Figures 7 to 11 A different schematic diagram of another exemplary embodiment of the hydraulic manifold 10 according to the present invention is shown, for a non-limiting case in which three ECUs 8 are connected to the hydraulic manifold 10.

[0091] The hydraulic manifold 10 includes a main inlet 11a for receiving coolant from a coolant source of the motor vehicle 1, a first ECU outlet 27a for supplying coolant to a first ECU 8, a second ECU outlet 28a for supplying coolant to a second ECU 8, and a channel structure 23a for guiding coolant from the main inlet 11a to the first ECU outlet 27a and the second ECU outlet 28a. The first ECU outlet 27a is arranged in a first channel 24a (also indicated as a finger) of the channel structure 23a, and the second ECU outlet 28a is arranged in a second channel 25a of the channel structure 23a. Parallel to... Figure 7In the cross-section of the xz plane, the first boundary 32a of the first channel 24a is shaped into an arc of a first circle, and the second boundary 32b of the first channel 24a is shaped into an arc of another first circle. In the cross-section, the first boundary 33a of the second channel 25a is shaped into an arc of a second circle, and the second boundary 33b of the second channel 25a is shaped into an arc of another second circle.

[0092] The main inlet 11a and channel structure 23a represent the inlet side of the hydraulic manifold 10. In some embodiments, the hydraulic manifold 10 also includes an outlet side, wherein the additional channel structure 23b on the outlet side is a mirror version of channel structure 23a with respect to a mirror plane parallel to the yz plane. Specifically, the hydraulic manifold 10 includes a main outlet 11b for supplying coolant to the coolant discharge section of the motor vehicle 1, a first ECU inlet 27b for receiving coolant from a first ECU 8, a second ECU inlet 28b for receiving coolant from a second ECU 8, and another channel structure 23b for guiding coolant from the first ECU inlet 27b and the second ECU inlet 28b to the main outlet 11b. The first ECU inlet 27a is disposed in another first channel 24b of the other channel structure 23b, and the second ECU inlet 28b is disposed in another second channel 25b of the other channel structure 23b. In cross-section, the first boundary of the other first channel 24b is shaped as an arc of a fourth circle, and the second boundary of the other first channel 24b is shaped as an arc of another fourth circle. In the cross-section, the first boundary of the other second channel is formed as an arc of a fifth circle, and the second boundary of the other second channel 25b is formed as an arc of another fifth circle. Since the other channel structure 23b can be a mirror version of channel structure 23a, all interpretations regarding the inlet side and channel structure 23a can be similarly applied to the outlet side and the other channel structure 23b.

[0093] In some embodiments, the hydraulic manifold 10 is designed to also distribute liquid coolant through a third ECU 8 of the vehicle 1, such as Figure 7 As in the embodiment described above. In this case, the hydraulic manifold 10 includes a third ECU outlet 29a for supplying coolant to a third ECU 8, and the channel structure 23a is designed to guide coolant from the main inlet 11a to the third ECU outlet 29a as well. The third ECU outlet 29a is arranged in a third channel 26a of the channel structure 23a. In cross-section, the first boundary 34a of the third channel 26a is formed as an arc of a third circle, and the second boundary 34b of the third channel 26a is formed as an arc of another third circle. Similarly, the hydraulic manifold 10 may be extended to supply one or more additional ECUs 8 in a corresponding embodiment of the hydraulic manifold 10.

[0094] Specifically, the channel structure 23a may include a common channel extending from the main inlet 11a into the channel structure along the main coolant inflow direction 36, wherein, in Figure 7 In the cross section, the main coolant inflow direction 36 is parallel to the negative z-axis. In the cross section, another boundary 35 of the channel structure 23a is a straight line parallel to the coolant inflow direction 36; this boundary 35 can be the boundary of a common channel. Each of the first channel 24a, the second channel 25a, and (if applicable) the third channel 26a can be defined, in particular, completely defined, by corresponding first boundaries 32a, 33a, 34a, corresponding second boundaries 32b, 33b, 34b, and corresponding third boundaries 32c, 33c, 34c, which connect the corresponding first boundaries 32a, 33a, 34a to the corresponding second boundaries 32b, 33b, 34b, and also, for example, have an arc shape, particularly a semi-circular shape. For example, the channel structure 23a may be defined, in particular, completely defined, by the first channel 24a, the second channel 25a, and (if applicable) the third channel 26a, as well as the corresponding boundary of any other channel of the channel structure 23a, and the opening of the other boundary 35 and the main entrance 11a toward the channel structure 23a.

[0095] For example, the first circle and the other first circle are concentric circles, the second circle and the other second circle are concentric circles, and, if applicable, the third circle and the other third circle are concentric circles.

[0096] In some embodiments, the main coolant outflow direction from channel structure 23a through the first ECU outlet 27a into the first ECU 8 is parallel to the main coolant outflow direction from channel structure 23a through the second ECU outlet 28a into the second ECU 8, and perpendicular to the main coolant inflow direction 36 from the main inlet 11a into channel structure 23a. If applicable, the main coolant outflow direction from channel structure 23a through the first ECU outlet 27a is also parallel to the main coolant outflow direction from channel structure 23a through the third ECU outlet 29a. Figure 7 In the example, the main coolant flows out of the channel structure 23a through the first ECU outlet 27a in a direction perpendicular to the xz plane.

[0097] In some embodiments, in the cross-section, in a lateral direction perpendicular to the main 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, the center of the second ECU outlet 28a and (if applicable) the center of the third ECU outlet 29a have the same lateral position. Figure 7In the example, the lateral direction is parallel to the x-axis. On the other hand, in the cross-section, the center of the main inlet 11a is offset in the lateral direction relative to the center of the first ECU outlet 27a. For example, the center of the main inlet 11a can be arranged such that liquid coolant flows mainly directly from the main inlet 11a into the common channel, and, for example, into the channel closest to the main inlet 11a among the first channel 24a, the second channel 25a, and the third channel 26a.

[0098] like Figure 7 and Figure 8 As shown, in the cross-section, the lateral distance d0 between the other boundary 35 and the first boundary 32a of the first channel 24a in the lateral direction is greater than the lateral distance d1 between the other boundary 35 and the second boundary 32b of the first channel 24a in the lateral direction by a first offset value (d0-d1). Furthermore, the lateral distance d1 between the other boundary 35 and the first boundary 33a of the second channel 25a in the lateral direction is equal to the lateral distance d1 between the other boundary 35 and the second boundary 32b of the first channel 24a in the lateral direction, and is greater than the lateral distance d2 between the other boundary 35 and the second boundary 33b of the second channel 25a in the lateral direction by a second offset value (d1-d2). Specifically, the first offset value (d0-d1) is equal to the second offset value (d1-d2).

[0099] Specifically, the third boundary 32c of the first channel 24a connects the first boundary 32a of the first channel 24a to the second boundary 32b of the first channel 24a. This similarly applies to the corresponding boundaries 33a, 33b, 33c, 34a, 34b, and 34c of the second channel 25a and the third channel 26a. Specifically, the second boundary 32b of the first channel 24a connects to the first boundary 33a of the second channel 25a, and the second boundary 33b of the second channel 25a connects to the first boundary 34a of the third channel 26a. For example, the second boundary 34b of the third channel 26a connects to the other boundary 35. This can be similarly extended for the corresponding channels of the additional ECU 8 and the channel structure 23a.

[0100] The following text provides specific dimensions for the hydraulic manifold 10 for non-restrictive use, whereby the hydraulic manifold 10 is designed to supply exactly three ECUs 8, such as... Figures 7 to 11As shown in the schematic diagram. In this exemplary application, liquid coolant is supplied to the hydraulic manifold 10 at a pressure of 3.5 bar or 350 kPa and a flow rate of 4.5 L / min. The radius R1 of the first and fourth circles is, for example, 28 mm, and the radius (R1+d3) of another first and fourth circles is, for example, 43 mm. The radius R2 of the second and fifth circles is, for example, 30.46 mm, and the radius (R2+d3) of the second and fifth circles is, for example, 45.46 mm. The radius R3 of the third circle is, for example, 38.67 mm, and the radius (R2+d3) of the second and fifth circles is, for example, 53.67 mm. The radius of the semicircles forming the third boundaries 32c, 33c, and 34c is... For example, 7.5 mm.

[0101] Lateral distances d0, d1, and d2 are, for example, 15.75 mm, d1, and d2, respectively, 5.25 mm. The diameters of the main inlet 11a and the main outlet are... (See) Figure 10 The diameters of the ECU outlets 27a, 28a, and 29a of channel structure 23a and the ECU inlets 27b, 28b, and 29b of another channel structure 23b are, for example, 14 mm, respectively. (See) Figure 9 For example, it is 6 mm. Along the y-axis, the height h of channel structure 23a and another channel structure 23b is, for example, 14 mm.

[0102] The distance d4 between the respective center positions of the main inlet 11a and the main outlet 11b is, for example, 68 mm. The distance d5 between the respective center positions of the ECU outlet 27a and the ECU inlet 27b, the respective center positions of the ECU outlet 28a and the ECU inlet 28b, and the respective center positions of the ECU outlet 29a and the ECU inlet 29b is, for example, 33 mm.

Claims

1. A hydraulic manifold (10) for distributing 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) includes a main inlet (11a) for receiving coolant from a coolant source, a first ECU outlet (27a, 28a, 29a) for supplying coolant to a first ECU (8), a second ECU outlet (27a, 28a, 29a) for supplying coolant to a second ECU (8), and a channel structure (23a) for guiding coolant from the main inlet (11a) to the first ECU outlet (27a, 28a, 29a) and the second ECU outlet (27a, 28a, 29a). - The first ECU outlet (27a, 28a, 29a) is arranged in the first channel (24a, 25a, 26a) of the channel structure (23a), and the second ECU outlet (27a, 28a, 29a) is arranged in the second channel (24a, 25a, 26a) of the channel structure (23a); - In the cross-section, the first boundaries (32a, 33a, 34a) of the first channels (24a, 25a, 26a) are formed as arcs of a first circle, and the second boundaries (32b, 33b, 34b) of the first channels (24a, 25a, 26a) are formed as arcs of another first circle; and - In the cross section, the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a) is formed as an arc of the second circle, and the second boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) is formed as an arc of another second circle.

2. The hydraulic manifold (10) according to claim 1, wherein, The first circle and the other first circle are concentric, and the second circle and the other second circle are concentric.

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

4. The hydraulic manifold (10) according to claim 3, wherein, In the cross section, in the lateral direction perpendicular to the coolant inflow direction (36) from the main inlet (11a) to the channel structure (23a) and perpendicular to the coolant outflow direction from the channel structure (23a) through the first ECU outlet (27a, 28a, 29a), the center of the first ECU outlet (27a, 28a, 29a) and the center of the second ECU outlet (27a, 28a, 29a) have the same lateral position.

5. The hydraulic manifold (10) according to claim 4, wherein, In the cross section, the center of the main inlet (11a) is offset relative to the center of the first ECU outlet (27a, 28a, 29a) in the lateral direction.

6. The hydraulic manifold (10) according to any one of claims 3 to 5, wherein, In the cross section, the other boundary (35) of the channel structure (23a) is a straight line parallel to the coolant inflow direction (36).

7. The hydraulic manifold (10) according to claim 6, wherein, In the cross section, the lateral distance between the other boundary (35) and the first boundary (32a, 33a, 34a) of the first channel (24a, 25a, 26a) is greater than the lateral distance between the other boundary (35) and the second boundary (32b, 33b, 34b) of the first channel (24a, 25a, 26a) by a first offset value.

8. The hydraulic manifold (10) according to any one of claims 6 or 7, wherein, In the cross section, the lateral distance between the other boundary (35) and the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a) is greater than the lateral distance between the other boundary (35) and the second boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) by a second offset value.

9. The hydraulic manifold (10) according to claims 7 and 8, wherein, The first bias value is equal to the second bias value.

10. The hydraulic manifold (10) according to any one of the preceding claims, wherein, In the cross section, the second boundary (32b, 33b, 34b) of the first channel (24a, 25a, 26a) contacts the first boundary (32a, 33a, 34a) of the second channel (24a, 25a, 26a).

11. The hydraulic manifold (10) according to any one of the preceding claims, wherein, In the cross section, - The third boundary (32c, 33c, 34c) of the first channel (24a, 25a, 26a) is shaped as an 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 - The third boundary (32b, 33b, 34b) of the second channel (24a, 25a, 26a) is shaped as an 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. The hydraulic manifold (10) according to claim 11, wherein, In the cross section, the third boundary (32c, 33c, 34c) of the first channel (24a, 25a, 26a) is semicircular, and / or the third boundary (32c, 33c, 34c) of the second channel (24a, 25a, 26a) is semicircular.

13. The hydraulic manifold (10) according to any one of the preceding claims, wherein, - The hydraulic manifold (10) includes a third ECU outlet (27a, 28a, 29a) for supplying coolant to the third ECU (8) of the motor vehicle (1), and the channel structure (23a) is designed to guide coolant from the main inlet (11a) to the third ECU outlet (27a, 28a, 29a). - The third ECU outlet (27a, 28a, 29a) is arranged in the third channel (24a, 25a, 26a) of the channel structure (23a); - In the cross section, the first boundary (32a, 33a, 34a) of the third channel (24a, 25a, 26a) is formed as an arc of the third circle, and the second boundary (32b, 33b, 34b) of the third channel (24a, 25a, 26a) is formed as an arc of another third circle.

14. The hydraulic manifold (10) according to any one of the preceding claims, wherein, - The hydraulic manifold (10) includes a main outlet (11b) for supplying coolant to the coolant discharge section, a first ECU inlet (27b, 28b, 29b) for receiving coolant from the first ECU (8), a second ECU inlet for receiving coolant from the second ECU (8), and another channel structure (23b) for guiding coolant from the first ECU inlet (27b, 28b, 29b) to the second ECU inlet and then to the main outlet (11b). - The first ECU inlet (27b, 28b, 29b) is arranged in another first channel (24a, 25a, 26a) of the other channel structure (23b), and the second ECU inlet is arranged in another second channel (24a, 25a, 26a) of the other channel structure (23b); - In the cross section, the first boundary of the other first channel (24b, 25b, 26b) is formed as an arc of a fourth circle, and the second boundary of the other first channel (24b, 25b, 26b) is formed as an arc of another fourth circle; as well as - In the cross section, the first boundary of the other second channel (24b, 25b, 26b) is formed as an arc of a fifth circle, and the second boundary of the other second channel (24b, 25b, 26b) is formed as an arc of another fifth circle.

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

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

18. The 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 receive data from the at least one sensor system and / or the at least one actuator system.

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