Braking system for motor vehicles

Abstract

A braking system (10) for a motor vehicle comprising a power 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) comprising at least one DC-DC boost converter (30a, 30b) disposed on the power line (110a, 110b) between the battery (14a, 14b) and the inverter (184a, 184b). Figure for the abbreviation: Figure 2

Description

Title of the invention: Braking system for motor vehicle

[0001] The invention relates to the field of braking for motor vehicles, in particular to a braking system and 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. Typically, the braking device includes a braking element, such as a brake disc attached to a vehicle wheel, and a braking component, such as a brake caliper, which can clamp the braking element when braking is applied. The electric braking motor is powered by a battery. In such a braking system, the braking power depends on the electrical power supplied by the battery. Thus, if more precise braking and increased braking dynamics are desired, a larger braking motor is required, and therefore the electrical power supplied by the battery must be increased.

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

[0004] Therefore, to have a more powerful braking motor, it is natural to maintain the usual 12V voltage on the vehicle and instead increase the current delivered by the battery. However, such an increase in current requires the use of larger cables between the battery and the braking motor, in order to limit the Joule heating losses caused by the higher battery current.

[0005] The invention aims in particular to provide a braking system for motor vehicles that provides more efficient braking without causing overheating or modification of the electronic components of the braking system.

[0006] To this end, 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 includes at least one DC-DC boost converter arranged on the power line between the battery and the inverter.

[0007] Thus, thanks to the 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 emergency braking, high power may be required, and the usual battery voltage is sometimes insufficient. The DC-DC boost converter, also called a "booster," therefore makes it possible to increase the battery voltage to the inverter. This increase in voltage, and therefore power, is possible without having to modify the current flowing in the supply line, thus not requiring the resizing of 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 boost converter makes it possible to supply a higher voltage, for example 48V, to the inverter, and therefore to the electric braking motor, without requiring all the vehicle's electronic components to be designed to withstand such a high voltage. Thus, the electronic components other than the braking motor are not affected by the more stringent safety issues encountered with voltages above 12V, since additional measures must be taken to prevent any contact with a human being.

[0009] Furthermore, the wiring that runs through the vehicle to connect the boost converter to the braking system can advantageously be conventional wiring, not carrying a high current, thus avoiding the need for larger cables running several meters through the vehicle. Finally, Joule heating losses induced by such a high current are avoided, which is particularly beneficial since long cables typically consume 10 to 12% of the power they carry as Joule heating. Therefore, the boost converter also reduces manufacturing costs and the weight of the braking system because bulky and more robust electronic components are not required.

[0010] In other words, thanks to the boost converter, most of the vehicle's usual components, such as headlights or other signaling devices, rearview mirrors, windows, windshield wipers, and a radio, designed for a 12V voltage, can be retained. Admittedly, a higher voltage battery, such as those used in trucks, for example 48V, could have been used to provide the power to the braking motor. However, such a battery is often expensive, bulky, and requires safety measures. Additional precautions are needed to protect users and prevent any electrical contact with the skin. Furthermore, the standard equipment of currently marketed vehicles uses accessories such as car radios, GPS units, windshield wipers, power windows, etc., which operate on 12V. Adapting all these accessories to 48V would be very expensive. However, the invention proposed here, with its voltage boost converter that can be dedicated to the electric braking motor, avoids having to modify the user's environment and resize numerous electronic components to adapt them to a higher voltage.

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

[0012] Furthermore, it is understood that the inverter of the electric braking motor is preferably a power electronics device that converts a direct current voltage into an alternating current 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 (IGBTs), thyristors, or other types of transistors such as those known as BJTs, JFETs, MOSFETs (D-MOSFETs, E-MOSFETs), UJTs, HBTs, etc. By means of a set of appropriately controlled switches, the source is modulated to obtain an alternating signal of the desired frequency. Generally, the inverter is located on a printed circuit board, also called a PCB, positioned in close proximity to the braking motor.The inverter receives information from a microcontroller within the inverter, possibly via a computer driver (or "driver") of the inverter, 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 command is sent by a vehicle brake 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 then control the inverter. The inverter will then control the electric motor to comply with the braking command.

[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 mounted on a printed circuit board (also called PCB for "Printed Circuit Board").

[0016] - The distance between the voltage boost converter and the inverter is less than the distance between the battery and the boost converter. It is understood here that the boost converter is close to the inverter, for example at a distance of less than one meter (1m), preferably less than 50 cm (centimeters), and even more preferably less than 10 cm. Because the distance the high voltage has to travel is reduced, the power is delivered more quickly to the braking motor, which is particularly advantageous in emergency braking situations where high power is required instantaneously.

[0017] - The braking system is configured to connect to the inverter of the electric motor For braking, a 12V (Volt) power supply battery is required. Thus, thanks to the proposed braking system, a 12V battery, such as those typically used in automobiles, can be used while still achieving effective braking, for example, when powered by a 48V battery. Therefore, the vehicle's existing components can be used without modification.

[0018] - The DC-DC boost converter is configured to boost a The voltage is increased from 12V to a higher voltage between 24V and 48V, preferably 48V. Furthermore, the voltage increase can be constant or variable on demand, depending on the requirements. This voltage increase allows the boost converter to provide optimal power to the electric braking motor when braking is required, without compromising the power available to the other electrical components of the vehicle. In addition, the current flowing to the inverter can be reduced while maintaining sufficient power output. This current reduction minimizes Joule heating losses in the power line while still delivering high power to the inverter.

[0019] - The braking system includes an electromagnetic filter arranged upstream of the boost converter. Such a filter eliminates electromagnetic noise and removes unwanted currents carried by the wiring to the boost converter, while allowing the desired currents to flow. The presence of such a filter is advantageous for complying with automotive manufacturer standards and global market standards.

[0020] - The braking system includes a backup line, configured to connect A backup battery is connected to a backup inverter for the electric braking motor. The braking system includes a backup DC-DC boost converter, located on the backup line between the backup battery and the backup inverter. Thus, in the event of a failure on the main power line, the backup line is capable of keeping the braking system operational, providing the same braking power as the main line, thanks to the backup boost converter. Advantageously, the battery backup 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 is connected to a backup inverter for the electric braking motor. The braking system itself lacks a step-up converter on the backup line between the backup battery and the backup inverter. This provides a backup line capable of keeping the braking system operational, but without the full braking precision of the main line. In other words, the backup line operates in a degraded mode, without needing to increase the voltage. Therefore, the backup line is less expensive than the main line.

[0022] - The braking system includes a braking component, such as a brake caliper, Driven by the electric braking motor, the step-up converter and inverter are integrated onto a single printed circuit board located at the braking mechanism. The step-up converter is advantageously positioned next to the motor's inverter, which is itself located next to the braking motor. This allows the high voltage supplied by the converter to be applied directly to the electric braking motor, and the braking mechanism to benefit directly from the motor's energy, without it having to travel the entire power line, which can be quite long on the vehicle. Because the distance the high voltage has to travel is reduced, the power is delivered to the braking motor more quickly, which is particularly advantageous during emergency braking where high power is required instantaneously.

[0023] - The braking system includes a microcontroller for controlling The inverter and microcontroller are advantageously also connected to the boost converter. Optionally, the microcontroller controls the inverter via a dedicated inverter driver. In this configuration, the boost converter is mounted on the same printed circuit board as the microcontroller and the inverter. This allows a single power line to connect the entire system, reducing costs, particularly cabling. Furthermore, the same microcontroller is used to control both the inverter and the boost converter.

[0024] - The voltage boost converter is arranged in a housing directly connected to a battery output. This allows for a voltage boost converter to be installed in isolation on the vehicle, close to the battery, thus freeing up space at the brake motor. Furthermore, a single voltage boost converter is available to provide optimal and efficient power to various brake motor inverters. Preferably, a brake motor is installed at each wheel of the vehicle, each brake motor being equipped with an inverter. Thus, thanks to a single step-up converter, different brake motors are advantageously powered with high-performance energy.

[0025] The single step-up voltage converter located near the battery advantageously reduces the current flowing through the various power lines while still providing sufficient braking power. This allows for a significant reduction in cable size due to less heat generation, thereby reducing the overall weight of the wiring in the vehicle and the cost of components.

[0026] More specifically, the housing includes a separate printed circuit board carrying the voltage boost converter. Advantageously, this housing has an input connector electrically connected to the battery at the beginning of the power supply line. The housing also has 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 board carrying the voltage boost converter, optionally with a filter arranged upstream of the voltage boost converter. The housing does not include any other electronic components.

[0028] The invention also relates to such a housing for a braking system comprising a printed circuit board 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 upon reading the following description, given solely by way of example and made with reference to the accompanying drawings in which:

[0030] [Fig-1] is a schematic view of a vehicle including 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] Figure 1 shows a vehicle 1, more particularly a motor vehicle comprising a braking system 10, four wheels 12, a supply battery 14a and a backup battery 14b. Each wheel 12 is equipped with a braking circuit 18, preferably an electromechanical braking circuit, configured to actuate a braking device when braking is requested by a driver or autonomously.

[0036] The braking system generally comprises a braking unit and a braking element. Preferably, the braking element is a brake disc fixed to an axle of the vehicle 1, and the braking unit is a brake caliper which includes friction means, preferably brake pads intended to clamp the disc when braking is required, 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 brake 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 enabling the braking device to be actuated.

[0038] To enable the braking system to operate, the braking system 10 includes 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 12V battery. 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, mirrors, windows, windshield wipers, a radio, among others. Thus, this power supply line 110a provides energy from the battery 14a to operate the braking system.

[0039] In [Fig. 1], the braking system 10 further includes an emergency power supply line 110b configured to connect the backup battery 14b to each circuit 18. Advantageously, the backup battery 14b has a similar energy capacity to 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 able to keep the braking system 10 operational.

[0040] Figure [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 supply battery 14a, the backup battery 14b and the electronic brake pedal control component 142 are each electrically connected to the braking 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 includes an electric motor 182 configured to actuate the braking element, an inverter 184a, a microcontroller 1842a of the inverter and a computer driver 1844a or "driver" of the inverter.

[0046] More specifically, the braking circuit 18 includes a printed circuit board 186, also called a PCB, which is located in the immediate vicinity of the electric braking motor 182. The printed circuit board carries both the inverter 184a, the microcontroller 1842a, and the computer driver 1844a.

[0047] The inverter 184a is a power electronics device that converts a direct current voltage from the battery 14a into an alternating current voltage to be supplied to the braking electric 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 command is sent by the vehicle's brake control unit 20 (or "Brake Control Unit") or by the vehicle control unit (or "Chassis Control Unit") 22, represented in [Fig.1], 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 alternating voltage from the inverter 184a in order to be able to actuate the braking device, such as a brake caliper, to slow down or stop the rotation of the corresponding wheel 12 when braking is required.

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

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

[0053] The DC-DC boost converter 30a, also called a "booster", increases the voltage from the battery 14a to the inverter 184a to provide higher power to the electric motor 182, enabling it to perform more effective braking, for example during emergency braking.

[0054] Preferably, the DC-DC boost converter 30A is configured to increase a voltage from 12V to a higher voltage between 24V and 48V, in this case 48V, in order to provide higher power to the electric braking motor 182, increase the braking motor's torque, decrease the motor's supply current and therefore the diameter of the power cables, and / or reduce the motor's mass and cost. Thus, thanks to the proposed braking system 10, a 12V battery such as those commonly used for motor vehicles can be used, while achieving efficient braking powered by a voltage, for example, of 48V. The usual components for vehicle 1 can therefore be used. Furthermore, it should be noted that the voltage boost can be constant or variable on demand, depending on the requirement.

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

[0056] In this configuration, the printed circuit board 186 is positioned next to the inverter 184a, which is itself next to the electric braking motor 182. Preferably, the printed circuit board 186 includes a support mounted in a housing of the electric motor 182. It is understood that the distance between the step-up converter 30a and the inverter 184a is significantly less than the distance between the battery 14a and the step-up converter 30a. The step-up converter 30a is close to the inverter 184a, more precisely within a few centimeters, for example, less than 10 cm.

[0057] Because the distance the high voltage has to travel is reduced, the power is supplied more quickly to the braking electric motor 182, which is advantageous in emergency braking situations where high power is required instantaneously. Thus, the high voltage supplied by the step-up voltage converter 30a is applied directly to the braking electric motor 182 to actuate the braking mechanism. Consequently, the braking mechanism benefits directly from the energy supplied by the motor 182, without having to crossing the entire 110a power line, which can represent a large distance on vehicle 1.

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

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

[0060] Advantageously, the same filter 32a is sized to be connected upstream of a CAN-FD type communication module 183a and a power management module 185a, for example of the PMIC type for "Power Management Integrated Circuits". These modules 183a and 185a are provided in the power supply line 110a, in particular on the printed circuit board 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 may be provided upstream of the communication module 183a and the power management module 185a.

[0062] Figure 2 also illustrates the backup line 110b connecting the backup battery 14b to a backup inverter 184b of the electric braking 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, along with its microcontroller 1842b and driver 1844b, are advantageously mounted on the same printed circuit board 186 as the main inverter 184a. A backup phase-cut drive 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 CAN-FD type backup communication module 183b, and a backup power management module 185b, for example, is of the PMIC type for "Power Management Integrated Circuits". These two modules are carried by the printed circuit board 186 and are electrically connected to the backup microcontroller 1842b.

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

[0066] In the embodiment shown 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, includes a backup DC-DC 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 failure on the main supply line 110a, the backup line 110b makes it possible to maintain the braking system 10 by being just as efficient as the main line 110a in terms of braking power, thanks to the backup voltage boost converter 30b.

[0068] Preferably, the backup voltage boost converter 30b is carried by the same printed circuit board 186 as the main converter 30a, in particular to place 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, an emergency electromagnetic filter 32b is also provided directly upstream of the emergency boost converter 30b. In addition, the emergency converter 30b is also connected to the emergency microcontroller 1842b so that the emergency power supply line 110b can ensure operation similar to the main power supply line 110a, in the event of a failure.

[0070] With reference to [Fig. 4a], the step-up voltage converter 30a is housed in a separate enclosure 40, which is directly connected to a battery output 14a. In particular, the enclosure 40 includes a separate printed circuit board 42 carrying only the step-up voltage converter 30a, optionally with a filter 32a for the converter 30a. The printed circuit board 42 of the enclosure 40 does not include any other electronic components.

[0071] Furthermore, the housing 40 includes an input connector 44a electrically connected to the battery 14a, at the beginning of the power supply line 110a, and an output connector 46a connected to the inverter 184. Such a housing 40 may also include 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, a single 30a voltage step-up converter is available to provide optimal and efficient energy power to each 184a inverter provided at each wheel 12. This single 30a voltage step-up converter advantageously reduces the current flowing in the various 110a power lines, thus the size of the cables can be greatly reduced in order to reduce heating, the overall weight of the wiring in the vehicle 1 as well as the costs of the components.

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

[0074] As in the example of [Fig.3], an emergency boost voltage converter 30b can also be provided 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 boost voltage converter 30a of [Fig.4a], and the emergency boost voltage converter 30b is carried by the same printed circuit board 42.

[0075] To adapt it to the emergency power supply line 110b, the housing 40 includes 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 be obvious to those skilled in the art. In particular, two different housings can be provided to carry, on one side, the main 30a converter connected to the main 14a battery and, on the other side, the backup 30b converter connected to the backup 14b battery. 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 supply 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: emergency boost voltage converter

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

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

[0089] 40: housing

[0090] 42: printed circuit board of housing

[0091] 44a: housing input connector

[0092] 44b: emergency housing input connector

[0093] 46a: housing output connector

[0094] 46b: Connect emergency output of housing

[0095] 110a: power supply line

[0096] 110b: emergency power supply line

[0097] 142: electronic brake pedal control component

[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 board

[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 dimmer

[0116] 190b: variable speed drive with emergency phase-cutoff

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

Claims

Demands

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

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

3. Braking system (10) according to any one of the preceding claims, wherein the DC-DC boost converter (30a) is configured to boost a voltage from 12V to a higher voltage between 24V and 48V, preferably equal to 48V.

4. Braking system (10) according to any one of the preceding claims, comprising an electromagnetic filter (32a) disposed upstream of the voltage boost converter (30a).

5. Braking system (10) according to any one of the preceding claims, comprising an emergency DC-DC boost converter (30b), disposed 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, 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. Braking system (10) according to any one of the preceding claims, comprising a braking element, such as a caliper brake, driven by the electric motor (182) brake, the voltage boost converter (30a, 30b) and the inverter (184a, 184b) being carried by the same printed circuit board (186) located at the level of the braking element.

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

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

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

11. Housing (40) for a braking system according to claim 10 combined with claim 5, wherein the printed circuit board (42) also carries the backup voltage boost converter (30b), the housing (40) further comprising an input connector (44b) configured to be electrically connected to the backup battery (14b) and an output connector (46b) configured to be connected to the backup inverter (184b).

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