Braking system for motor vehicle

Abstract

Braking system (10) for a motor vehicle comprising a power supply line (110a, 110b) configured to connect a power supply battery (14a, 14b) to an inverter (184a, 184b) of an electric braking motor (182), the braking system (10) comprises at least one DC-DC voltage boost converter (30a, 30b) arranged on the power supply line (110a, 110b) between the battery (14a, 14b) and the inverter (184a, 184b). Figure for abstract: figure 2

Description

Title of the invention: Braking system for a motor vehicle

[0001] The invention relates to the field of braking for motor vehicles, in particular to a braking system and to a housing for such a braking system.

[0002] A braking system for a motor vehicle generally comprises an electric braking motor configured to actuate a braking device. Generally, the braking device comprises a braking element, such as a brake disc secured to a vehicle wheel, and a braking member, such as a brake caliper capable of clamping the braking element when braking is applied. The electric braking motor is powered by a power battery. In such a braking system, the braking power depends on the electrical power transmitted by the battery. Thus, if finer braking is desired and to increase the braking dynamics, it is necessary to have a larger braking motor, and therefore to increase the electrical power supplied by the battery.

[0003] Currently, most motor vehicles have a battery delivering a voltage of 12V (volts). Apart from powering the brake motor, the battery also provides the energy needed to start a drive motor of the vehicle as well as to operate other electrical components of the vehicle, such as headlights or other signaling devices, mirrors, windows, windshield wipers, a radio, among others. Thus, if one wishes to increase the power of the battery, it is not easy to increase the voltage supplied because this requires resizing all the components powered by the battery to be able to receive a higher voltage. Particularly in terms of safety, the use of a high voltage of type 48V requires additional protection to prevent any human contact.

[0004] Also, to have a more powerful braking motor, it is natural to keep the usual voltage of 12V on the vehicle and instead increase the intensity delivered by the battery. Such an increase in intensity, however, requires the use of larger wiring between the battery and the braking motor, to be able to limit the losses by Joule effect caused by the higher intensity of the battery.

[0005] The invention aims in particular to provide a braking system for a motor vehicle making it possible to provide more efficient braking, without requiring overheating or modification of the electronic components of the braking system.

[0006] For this purpose, the invention relates to a braking system for a motor vehicle comprising a power supply line configured to connect a power supply battery to an inverter of an electric braking motor, in which the braking system comprises at least one DC-DC voltage boost converter arranged on the power line between the battery and the inverter.

[0007] Thus, thanks to the voltage boost converter, higher power is advantageously supplied to the electric motor so that it can perform more powerful braking, for example during emergency braking. Indeed, for urgent braking, high power may be required and the usual battery voltage is sometimes not sufficient. The DC-DC voltage boost converter, also called a "booster", therefore makes it possible to increase the voltage from the battery to the inverter. This increase in voltage and therefore in power is possible without having to modify the current intensity circulating in the power supply line, therefore not requiring the resizing of the electronic components.

[0008] The proposed system is particularly interesting because most motor vehicles are powered by a battery providing a voltage of 12V (volts), and the voltage boost converter makes it possible to provide a higher voltage, for example 48V, to the inverter, and therefore to the electric braking motor, without requiring all the electronic components of the vehicle to be sized to receive such a high voltage. Thus, the electronic components other than the braking motor are not impacted by the more restrictive safety issues encountered for voltages higher than 12V, because additional measures must be taken to prohibit any contact with a human being.

[0009] Furthermore, the wiring that passes through the vehicle to connect the voltage boost converter to the braking member can advantageously be conventional wiring, not crossed by a high intensity current, and this therefore avoids having to provide larger cables over several meters, crossing the vehicle. Finally, the Joule effect losses induced by such a high current are avoided, which is particularly interesting because long cables generally consume 10 to 12% of the power passed through in the form of Joule effect. Thus, the voltage boost converter also makes it possible to reduce the manufacturing costs and the weight of the braking system because bulky and more resistant electronic components are not required.

[0010] In other words, thanks to the voltage boost converter, most of the usual components of the vehicle can be kept, such as headlights or other signaling devices, rearview mirrors, windows, windshield wipers, a radio, sized for a voltage of 12V. Of course, it would have been possible to provide a battery with a higher voltage such as those used for trucks, for example 48V to ensure the energy power supplied to the braking motor. However, such a battery is often expensive, bulky and requires additional safety measures. devices to protect users and avoid any electrical contact with the skin. In addition, the standard equipment of vehicles currently marketed uses accessories such as car radio, GPS, windshield wipers, window regulators, etc. operating on 12V. Adapting all these accessories to 48V would be very expensive. However, the invention proposed here, with the voltage boost converter that can be dedicated to the electric braking motor, avoids reviewing the user's environment and resizing a plurality of electronic components to adapt them to a high voltage.

[0011] It is understood that the electric braking motor is a motor advantageously configured to actuate a braking member such as a brake caliper, in order to slow down or stop the rotation of the vehicle wheels.

[0012] Furthermore, it is understood that the inverter of the electric braking motor is preferably a power electronics device for converting a direct voltage into an alternating voltage to be supplied to the electric braking motor. The inverter is preferably three-phase. It comprises electronic switches and transistors such as insulated gate bipolar transistors (or IGBT), thyristors, or other types of transistors such as those known as BJT, JFET, MOSFET (D-MOSFET, E-MOSFET), UJT, HBT, etc. By a set of appropriately controlled switching operations, the source is modulated in order to obtain an alternating signal of the desired frequency. Generally, the inverter is located on a printed circuit also called a "PCB" (or "Printed Circuit Board") arranged in the very close vicinity of the braking motor.The inverter receives information from an inverter microcontroller, possibly through an inverter computer driver, but not necessarily; it is possible for the inverter to be driven directly by the microcontroller without going through a computer driver.

[0013] Thus, during braking, a braking instruction is sent by a vehicle braking control unit (or "Brake Control Unit") or by a vehicle control unit (or "Chassis Control Unit") to the microcontroller, which will send an instruction to the computer driver, which will control the inverter. The inverter will then control the electric motor to comply with the braking instruction.

[0014] The braking system may further include one or more of the following optional features, taken alone or in combination.

[0015] - The voltage boost converter is carried by a printed circuit (also called PCB for “Printed Circuit Board”).

[0016] - The distance between the voltage boost converter and the inverter is in less than the distance between the battery and the voltage boost converter. This means that the voltage boost converter is close to the inverter, for example at a distance of less than one meter (1m), preferably less than 50 cm (centimeters), preferably less than 10 cm. Because the distance to be covered by the high voltage is reduced, the energetic power is delivered more quickly to the braking motor, which is advantageous in particular in the context of emergency braking for which high power is required instantly.

[0017] - The braking system is configured to connect, to the inverter of the electric motor braking, a power supply battery providing a voltage of 12V (Volts). Thus, thanks to the proposed braking system, it is possible to use a 12V battery such as those normally used for a motor vehicle, while obtaining efficient braking, for example powered by a voltage of 48V. It is therefore possible to use the usual components of the vehicle, which do not have to be modified.

[0018] - The DC-DC voltage boost converter is configured to boost a voltage of 12V to a higher voltage between 24V and 48V, preferably equal to 48V. Furthermore, the voltage increase can be constant or variable on command, depending on the need. Thanks to such a voltage increase, the voltage boost converter makes it possible to provide optimal energy power to the electric braking motor when braking is requested, without compromising the energy power to be distributed with the other electrical components of the vehicle. In addition, the current flowing to the inverter can possibly be reduced while maintaining satisfactory power, this current reduction making it possible to reduce Joule losses in the power supply line while providing high power to the inverter.

[0019] - The braking system comprises an electromagnetic filter arranged upstream of the Voltage boost converter. Such a filter eliminates electromagnetic noise and extracts unwanted currents conducted by the wiring to the voltage boost converter, while allowing the desired currents to flow. The presence of such a filter advantageously allows compliance with car manufacturer standards or even global market standards.

[0020] - The braking system comprises an emergency line, configured to connect a backup battery to a backup inverter of the electric braking motor, the braking system comprising a backup DC-DC voltage boost converter, arranged on the backup line between the backup battery and the backup inverter. Thus, in the event of a failure on the main power supply line, the backup line is capable of keeping the braking system operating, being just as efficient as the main line in terms of braking power, thanks to the backup voltage boost converter. Advantageously, the backup battery delivers a voltage similar to the main power supply battery, for example 12V.

[0021] - The braking system includes a backup line configured to connect a backup battery to a backup inverter of the electric braking motor, the braking system being without a voltage boost converter on the backup line between the backup battery and the backup inverter. This provides a backup line capable of keeping the braking system running, operational, without having all the braking finesse provided by the main line, that is to say that the backup line operates in degraded mode, without having to increase the voltage. Thus, the backup line is less expensive than the main line.

[0022] - The braking system comprises a braking member, such as a brake caliper, operated by the electric braking motor, the voltage boost converter and the inverter being carried by the same printed circuit, arranged at the braking member. Thus the voltage boost converter is advantageously arranged right next to the motor inverter, itself next to the braking motor, so that the high voltage supplied by this converter is applied directly to the electric braking motor and the braking member benefits directly from the energy supplied by the motor, without it having to cross the entire power supply line, which can represent a large distance on the vehicle. Because the distance to be covered by the high voltage is reduced, the energetic power is more quickly supplied to the braking motor, which is advantageous in particular in the context of urgent braking for which high power is required instantly.

[0023] - The braking system comprises a microcontroller for controlling the inverter, the microcontroller being advantageously also connected to the voltage boost converter. Optionally, the microcontroller controls the inverter via a computer driver of the inverter. It is understood that, in this configuration, the voltage boost converter is fixed on the same printed circuit board as the microcontroller and the inverter. Thus, the same voltage line connects the entire system, which reduces costs, particularly wiring. In addition, the same microcontroller is used to control the inverter and the voltage boost converter.

[0024] - The voltage boost converter is arranged in a housing directly connected to a battery output. Thus, a voltage boost converter is provided, arranged in isolation on the vehicle, close to the battery, and space can therefore be freed up at the brake motor. Furthermore, a single voltage boost converter is available that can provide optimal and efficient energy power to different brake motor inverters. Preferably, a brake motor is provided at each wheel of the motor vehicle, each brake motor being equipped with an inverter. Thus, thanks to the same voltage boost converter, different brake motors are advantageously generously powered with high-performance energy power.

[0025] The single voltage boost converter located near the battery advantageously makes it possible to reduce the intensity of the current flowing in the various power supply lines while still providing satisfactory braking power. Thus, the size of the cables can be significantly reduced because there is less heating, therefore the overall weight of the wiring in the vehicle as well as the costs of the components.

[0026] More specifically, the housing comprises an independent printed circuit, carrying the voltage boost converter. Advantageously, this housing comprises an input connector electrically connected to the battery, at the start of the power supply line. The housing also comprises an output connector connected to the inverter, or several output connectors each connected to an inverter of a braking motor.

[0027] Advantageously, the housing comprises only the input and output connectors and the printed circuit carrying the voltage boost converter, possibly with a filter arranged upstream of the voltage boost converter. The housing does not comprise any other electronic component.

[0028] The invention also relates to such a housing for a braking system comprising a printed circuit carrying a voltage boost converter, an input connector configured to be electrically connected to the battery, an output connector configured to be connected to an inverter of a braking motor. Brief description of the figures

[0029] The invention will be better understood on reading the following description given solely by way of example and with reference to the appended drawings in which:

[0030] [Fig-1] is a schematic view of a vehicle comprising a braking system according to the invention,

[0031] [Fig.2] is an electronic diagram of an embodiment of the braking system according to the invention,

[0032] [Fig.3] is an electronic diagram of a second embodiment of the braking system,

[0033] [Fig.4a] is an electronic diagram of a third embodiment of the braking system,

[0034] [Fig.4b] is an electronic diagram of a fourth embodiment of the braking system, Detailed description

[0035] [Fig.l] shows a vehicle 1, more particularly a motor vehicle comprising a braking system 10, four wheels 12, a battery power supply 14a and a backup battery 14b. Each wheel 12 is provided with a braking circuit 18, preferably an electromechanical braking circuit, configured to actuate a braking device when braking is requested by a driver or even autonomously.

[0036] The braking system generally comprises a braking member and a braking element. Preferably, the braking element is a brake disc fixed to an axle of the vehicle 1, and the braking member is a brake caliper which comprises friction means, preferably brake pads intended to clamp the disc when braking is requested, in particular by pressing a brake pedal by the driver.

[0037] When braking is requested, for example by the driver, the request is received by a vehicle braking control unit 20 (or “Brake Control Unit”) or by a vehicle control unit (or “Chassis Control Unit”) 22, which are configured to send a control instruction to the braking circuit 18 making it possible to actuate the braking device.

[0038] In order to enable the braking to be actuated, the braking system 10 comprises a power supply line 110a configured to connect the power supply battery 14a to each braking circuit 18. The power supply battery 14a is preferably a battery delivering a voltage of 12V. The battery 14a stores electrical energy and is configured to power the braking circuit 18; it is also configured to power other electrical components of the vehicle such as headlights or other signaling devices, rearview mirrors, windows, windshield wipers, a radio, among others. Thus, this power supply line 110a makes it possible to provide energy power from the battery 14a to actuate the braking system.

[0039] In [Fig.l], the braking system 10 further comprises an emergency power supply line 110b configured to connect the emergency battery 14b to each circuit 18. Advantageously, the emergency battery 14b has an energy capacity similar to that of the power supply battery 14a, and delivers a voltage of 12V. Thus, in the event of a failure on the main power supply line 110a, the emergency power supply line 110b is capable of maintaining the braking system 10 in operation.

[0040] [Fig.2] shows an electronic diagram comprising:

[0041] - a vehicle interface 14 comprising the power supply battery 14a, the battery of emergency 14b and an electronic brake pedal control component 142,

[0042] - a wheel interface 12 comprising a speed sensor 122 (or “Wheel Speed Sensor” or “WSS”), and

[0043] - an interface for the braking circuit 18.

[0044] The power battery 14a, the backup battery 14b and the electronic brake pedal control component 142 are each electrically connected to the brake circuit 18 by a connector C2, C3 and Cl respectively.

[0045] The braking circuit 18 is arranged close to the wheel 12. This braking circuit 18 comprises an electric motor 182 configured to actuate the braking member, an inverter 184a, a microcontroller 1842a of the inverter and a computer driver 1844a or “driver” of the inverter.

[0046] More particularly, the braking circuit 18 comprises a printed circuit 186, also called PCB for “Printed Circuit Board”, which is arranged in very close proximity to the electric braking motor 182. The printed circuit carries both the inverter 184a, the microcontroller 1842a and the computer driver 1844a.

[0047] The inverter 184a is a power electronics device for converting a direct voltage from the battery 14a into an alternating voltage to be supplied to the electric braking motor 182. The inverter 184a is preferably three-phase and is connected to the electric motor 182 via a phase-cut inverter 190a. In particular, the inverter 184a is configured to receive information from the microcontroller 1842a via the computer driver 1844a.

[0048] The microcontroller 1842a is configured to receive information from a tilt sensor 187 (“motor angle sensor”) and a speed sensor 188a, itself electrically connected to the speed sensor 122 of the wheel 12 by means of a connector C4. The microcontroller 1842a is also connected to a debugging component 189a, for example of the “JT AG” (or “Joint Test Action Group”) type.

[0049] When braking is requested, a braking instruction is sent by the vehicle braking control unit 20 (or “Brake Control Unit”) or by the vehicle control unit (or “Chassis Control Unit”) 22, shown in [Fig.l], to the microcontroller 1842a which will perform calculations on the basis of the information provided to it, before sending an instruction to the computer driver 1844a, which will control the inverter 184a.

[0050] For its part, the electric motor 182 is configured to receive the alternating voltage from the inverter 184a in order to be able to actuate the braking member, such as a brake caliper, to slow down or stop the rotation of the corresponding wheel 12 when braking is requested.

[0051] Thus, the power supply line 110a shown in FIGS. 1 and 2 more particularly connects the battery 14a to the inverter 184a. In particular, the power supply battery 14a provides a voltage of 12V towards the inverter 184a of the electric braking motor 182.

[0052] As can be seen in [Fig.2] shown, the braking system 10 comprises a DC-DC voltage boost converter 30a arranged on the power supply line 110a between the battery 14a and the inverter 184.

[0053] The 30a DC-DC step-up converter, also called “booster”, allows the voltage from the battery 14a to the inverter 184a to be increased to provide higher power to the electric motor 182, allowing it to perform more efficient braking, for example during emergency braking.

[0054] Preferably, the DC-DC voltage boost converter 30a is configured to raise a voltage of 12V to a higher voltage between 24V and 48V, in this case equal to 48V, in order to provide higher energy power to the electric braking motor 182, to increase the torque of the braking motor, to reduce the supply current of the motor and therefore the diameter of the supply cables and / or to reduce the mass and cost of the motor. Thus, thanks to the proposed braking system 10, it is possible to use a 12V battery such as those usually used for motor vehicles, while obtaining efficient braking powered by a voltage, for example 48V. It is therefore possible to use the usual components for the vehicle 1. Furthermore, it will be noted that the voltage increase can be constant or variable on command, depending on the need.

[0055] In the example of [Fig.2], the voltage boost converter 30a and the inverter 184a are carried by the same printed circuit 186. This printed circuit 186 is advantageously arranged at the level of the braking member.

[0056] In this configuration, the printed circuit 186 is arranged right next to the inverter 184a, itself next to the electric braking motor 182. Preferably, the printed circuit 186 comprises a support mounted in a casing of the electric motor 182. Here, it is understood that the distance between the voltage boost converter 30a and the inverter 184a is significantly less than the distance between the battery 14a and the voltage boost converter 30a. The voltage boost converter 30a is close to the inverter 184a, more precisely a few centimeters, for example less than 10 cm.

[0057] Because the distance to be covered by the high voltage is reduced, the energetic power is supplied more quickly to the electric braking motor 182, which is advantageous in the context of urgent braking for which high power is required instantaneously. Thus, the high voltage supplied by the voltage boost converter 30a is applied directly to the electric braking motor 182 to actuate the braking member. Consequently, the braking member benefits directly from the energy supplied by the motor 182, without it having to cross the entire power supply line 110a, which can represent a large distance on the vehicle 1.

[0058] Furthermore, the microcontroller 1842a is also connected to the voltage boost converter 30a. In such a configuration, the voltage boost converter 30a is fixed on the same printed circuit 186 as the microcontroller 1842a and the inverter 184a.

[0059] An electromagnetic filter 32a is advantageously arranged upstream of the voltage boost converter 30a. In particular, the filter 32a is arranged directly upstream of the voltage boost converter 30a, i.e. it is directly connected to the voltage boost converter 30a. Such a filter 32a makes it possible to suppress electromagnetic noise and to extract unwanted currents flowing in the power supply line 110a, through the wiring, while allowing the desired currents to flow.

[0060] Advantageously, the same filter 32a is dimensioned to also be connected upstream of a communication module 183a of the CAN-FD type, and of a power management module 185a, for example of the PMIC type for “Power Management Integrated Circuits”. These modules 183a, 185a are provided in the power supply line 110a, in particular on the printed circuit 186, being arranged between the battery 14a and the microcontroller 1842a.

[0061] In another configuration not shown in [Fig.2], the filter 32a is arranged only upstream of the voltage boost converter 30a, and another additional filter can be provided upstream of the communication module 183a and the power management module 185a.

[0062] [Fig.2] also illustrates the backup line 110b connecting the backup battery 14b to a backup inverter 184b of the braking electric motor 182. The backup inverter 184b is configured to be controlled by a backup microcontroller 1842b via a backup computer driver 1844b of the inverter. In this example, the backup inverter 184b as well as its microcontroller 1842b and its driver 1844b are advantageously carried by the same printed circuit 186 as the main inverter 184a. A backup phase-cutting inverter 190b is also provided at the interface between the backup inverter 184b and the motor 182.

[0063] The backup microcontroller 1842b is also configured to receive information from a backup speed sensor 188b which is connected to the tilt sensor 187. In addition, the backup microcontroller 1842b is electrically connected to a backup debugging component 189b, for example of the “JTAG” (or “Joint Test Action Group”) type.

[0064] A backup filter 32b is arranged upstream of a backup communication module 183b of the CAN-FD type, and of a backup power management module 185b, for example of the PMIC type for “Power Management Integrated Circuits”. These two modules are carried by the printed circuit 186 while being electrically connected to the backup microcontroller 1842b.

[0065] The braking system 10 here is advantageously devoid of a voltage boost converter on the emergency line 110b between the emergency battery 14b and the emergency inverter 184b. In this configuration, the emergency line 110b is capable of keeping the braking system 10 operational in degraded mode, without having to increase the voltage.

[0066] In the embodiment provided in [Fig. 3], the backup line 110b, configured to connect the backup battery 14b to the backup inverter 184b of the electric braking motor 182, comprises a backup DC-DC voltage boost converter 30b disposed on the backup line 110b between the backup battery 14b and the backup inverter 184b.

[0067] Thus, in the event of a breakdown on the main power supply line 110a, the emergency line 110b makes it possible to maintain the braking system 10 while being just as efficient as the main line 110a in terms of braking power, thanks to the emergency voltage boost converter 30b.

[0068] Preferably, the backup voltage boost converter 30b is carried by the same printed circuit 186 as the main converter 30a, in particular to arrange the backup converter 30b right next to the braking motor 182 so that it can supply a high voltage more quickly to the motor 182.

[0069] In this configuration, a backup electromagnetic filter 32b is also provided directly upstream of the backup voltage boost converter 30b. In addition, the backup converter 30b is also connected to the backup microcontroller 1842b so that the backup power supply line 110b can provide operation similar to the main power supply line 110a, in the event of a failure.

[0070] With reference to [Fig.4a], the voltage boost converter 30a is arranged in a separate housing 40, which is directly connected to an output of the battery 14a. In particular, the housing 40 comprises an independent printed circuit 42 carrying only the voltage boost converter 30a, possibly with a filter 32a of the converter 30a. The printed circuit 42 of the housing 40 does not comprise any other electronic component.

[0071] Furthermore, the housing 40 comprises an input connector 44a electrically connected to the battery 14a, at the start of the power supply line 110a, and an output connector 46a connected to the inverter 184. Such a housing 40 may also comprise several output connectors 46 each connected to an inverter 184a of a braking motor 182. The output connector 46a of the housing is connected to a connector C5 provided on the braking circuit 18.

[0072] In this embodiment, there is a single voltage boost converter 30a capable of providing optimal and efficient energy power to each inverter 184a provided at each wheel 12. This single voltage boost converter 30a advantageously makes it possible to reduce the current flowing in the different power supply lines 110a, thus the size of the cables can be greatly reduced so as to reduce heating, the overall weight of the cabling in vehicle 1 as well as component costs.

[0073] In the example of [Fig.4a], the electromagnetic filter is divided into two parts, one part 32a of which is arranged upstream of the microcontroller 1842a and another part 32a' is arranged downstream of the housing 40 between the housing and the inverter 184a.

[0074] As in the example of [Fig.3], it is also possible to provide an emergency voltage boost converter 30b arranged in the emergency power supply line 110b of the braking system 10. Thus, in the example of [Fig.4b], the emergency power supply line 110b passes through the same housing 40 carrying the main voltage boost converter 30a of [Fig.4a], and the emergency voltage boost converter 30b is carried by the same printed circuit 42.

[0075] To adapt it to the emergency power supply line 110b, the housing 40 comprises an emergency input connector 44b connected to the emergency battery 14b and at least one emergency output 46b connected to the emergency inverter 184b, in particular via a connector C6 provided in the braking circuit 18.

[0076] The invention is not limited to the embodiments presented and other embodiments will become clear to those skilled in the art. In particular, two different housings can be provided to carry on one side the main converter 30a connected to the main battery 14a and on the other side the backup converter 30b connected to the backup battery 14b. List of references

[0077] 1: motor vehicle 10: braking system 12: wheel

[0078] 122: speed sensor

[0079] 14: vehicle interface

[0080] 14a: power supply battery

[0081] 14b: backup power battery

[0082] 18: braking circuit

[0083] 20: vehicle brake control unit (or “Brake Control Unit”)

[0084] 22: a vehicle control unit (or “Chassis Control Unit”)

[0085] 30a: voltage boost converter

[0086] 30b: backup voltage boost converter

[0087] 32a, 32a': electromagnetic filter

[0088] 32b, 32b': backup electromagnetic filter

[0089] 40: case

[0090] 42: housing printed circuit

[0091] 44a: housing input connector

[0092] 44b: housing emergency input connector

[0093] 46a: housing output connector

[0094] 46b: emergency output connection of box

[0095] 110a: power supply line

[0096] 110b: emergency power supply line

[0097] 142: electronic component for controlling the brake pedal

[0098] 182: electric braking motor

[0099] 184a: inverter

[0100] 184b: backup inverter

[0101] 1842a: microcontroller

[0102] 1842b: backup microcontroller

[0103] 1844a: computer driver

[0104] 1844b: backup computer driver

[0105] 183a: communication module

[0106] 183b: backup communication module

[0107] 185a: power management module

[0108] 185b: emergency power management module

[0109] 186: printed circuit

[0110] 187: tilt sensor

[0111] 188a: speed sensor

[0112] 188b: backup speed sensor

[0113] 189a: debugging component

[0114] 189b: fallback debugging component

[0115] 190a: phase cut-off variator

[0116] 190b: emergency phase cut-off variator

[0117] Cl, C2, C3, C4, C5, C6: connectors on the braking circuit 18

Claims

Claims

1. Braking system (10) for a motor vehicle (1) comprising a power supply line (110a) configured to connect a power supply battery (14a, 14b) to an inverter (184a, 184b) of an electric braking motor (182), characterized in that the braking system (10) comprises at least one DC-DC voltage boost converter (30a, 30b) arranged on the power supply line (110a, 110b) between the battery (14a, 14b) and the inverter (184a, 184b).

2. Braking system (10) according to the preceding claim, configured to connect, to the inverter (184a, 184b) of the electric braking motor (182), a power supply battery (14a, 14b) providing a voltage of 12V.

3. A braking system (10) according to any preceding claim, wherein the DC-DC voltage boost converter (30a, 30b) is configured to step up a voltage of 12V to a higher voltage of between 24V and 48V, preferably equal to 48V.

4. A braking system (10) according to any preceding claim, comprising an electromagnetic filter (32a, 32b) disposed upstream of the voltage boost converter (30a, 30b).

5. Braking system (10) according to any one of the preceding claims, comprising a backup line (110b), configured to connect a backup battery (14b) to a backup inverter (184b) of the braking electric motor (182), the braking system (10) comprising a backup DC-DC voltage boost converter (30b), arranged on the backup line (110b) between the backup battery (14b) and the backup inverter (184b).

6. Braking system (10) according to any one of claims 1 to 4, comprising a backup line (110b), configured to connect a backup battery (14b) to a backup inverter (184b) of the electric braking motor (182), the braking system (10) being devoid of a voltage boost converter on the backup line (110b) between the backup battery (14b) and the backup inverter (184b).

7. A braking system (10) according to any preceding claim, comprising a braking member, such as a brake caliper, driven by the electric braking motor (182), the converter voltage booster (30a, 30b) and the inverter (184a, 184b) being carried by the same printed circuit (186) arranged at the level of the braking member.

8. Braking system (10) according to the preceding claim, comprising a microcontroller (1842a, 1842b) for controlling the inverter (184a, 184b), the microcontroller (1842a, 1842b) also being connected to the voltage boost converter.

9. A braking system (10) according to any one of claims 1 to 6, wherein the voltage boost converter (30a, 30b) is arranged in a housing (40) directly connected to an output of the battery (14a, 14b).

10. Housing (40) for a braking system according to the preceding claim, comprising a printed circuit (42) carrying a voltage boost converter (30a, 30b), an input connector (44a, 44b) configured to be electrically connected to the battery (14a, 14b), an output connector (46a, 46b) configured to be connected to an inverter (184a, 184b) of an electric braking motor (182).

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