Control unit for a motor with a redundant power supply, forming an electromechanical vehicle brake actuator

Abstract

The invention relates to an electronic control unit (18AVG, 18AVD) for an electric motor (14AVG, 14AVD) comprising a number N of phases, forming an electric actuator for an electromechanical vehicle brake (16AVG, 16AVD). This control unit (18AVG, 18AVD) comprises first and second inverter cells (20, 22) each intended to supply power to at least some of the N phases. The first and second inverter cells (20, 22) are supplied with power by first and second sources (24, 26), respectively, which deliver DC voltages of different respective values. The first inverter cell (20) is equipped with a DC / DC converter (20C) that converts the voltage so as to bring it to the value of the supply voltage of the second inverter cell (22).

Description

Control unit for a motor with redundant electrical supply, forming an electromechanical vehicle brake actuator

[0001] The invention relates to the field of vehicle braking systems, more particularly electromechanically controlled braking systems.

[0002] A braking system for a vehicle, particularly an automobile, is already known in the prior art, of the disc type, i.e. comprising at least two friction elements intended to cooperate by friction respectively with two opposite faces of a disc integral in rotation with a wheel of the vehicle. The clamping of the friction elements against the disc causes the vehicle to brake. When the friction elements are separated from the faces of the disc, the braking ceases.

[0003] Usually, at least one of the friction elements is urged against a corresponding face of the disc by a clamping force application member, sometimes called a piston. It is known to control the clamping force application member by hydraulic means. More recently, it has been proposed to control the clamping force application member by electromechanical means. Indeed, electromechanical control means have the particular advantage of being able to be controlled electronically and thus of making it possible to define by software different operating modes according to different situations.

[0004] The electromechanical means for controlling the clamping force application member usually comprise an electric motor forming an actuator intended to provide a clamping force. Mechanical motion conversion means convert the rotational movement of an output shaft of the electric motor into translational movement of the clamping force application member.

[0005] The electric motors forming clamping actuators proposed in the state of the art are in particular alternating current motors. An electric motor forming an alternating current clamping actuator is usually electrically powered from a direct current voltage source, for example 12 V, connected to the phases of the alternating current motor via inverter means. The direct current voltage source generally comprises a battery.

[0006] Electromechanical brake control systems must comply with safety standards. To meet these standards, redundant means must be provided to ensure emergency operation in the event of various failures. Thus, redundant DC voltage sources, particularly redundant batteries, must be provided.

[0007] It is observed that the number of electrical equipment in vehicles tends to increase, particularly in electric vehicles. This increase in electrical equipment encourages the provision of DC voltage sources capable of delivering higher powers, in particular delivering voltages higher than 12V, for example 48V. However, a redundancy of high voltage batteries, for example 48V, leads to increases in space requirement in the vehicle and in the weight of the vehicle which cannot always be accepted.

[0008] The invention aims in particular to satisfy the redundancy of electrical equipment, in particular of direct voltage sources supplying an electric actuator of an electromechanical vehicle brake, by making it possible to use a high voltage battery but by limiting the increases in weight and size linked to this redundancy.

[0009] To this end, the invention mainly relates to an electronic control unit for an electric motor comprising a number N of phases, forming an electric actuator for an electromechanical vehicle brake, characterized in that it comprises first and second inverter cells each intended to supply at least part of the N phases,

[0010] the first and second inverter cells being powered respectively by first and second sources delivering direct voltages of different values ​​respectively,

[0011] the first inverter cell being provided with a direct voltage converter converting the voltage to bring it to the value of the supply voltage of the second inverter cell.

[0012] Thus, the electric actuator of the electromechanical vehicle brake can be powered by redundant DC voltage sources, more particularly by first and second sources delivering DC voltages of different values ​​respectively. One of the voltage sources can thus deliver a DC voltage of 12 V and the other of the voltage sources can deliver a higher DC voltage of 48 V. The lower DC voltage source will have a smaller footprint and weight than the higher DC voltage source, while ensuring a redundant power supply allowing emergency operation in the event of failure of one of the DC voltage sources or of a circuit connecting one of the DC voltage sources to the electric motor.This allows the use of a high DC voltage source, for example 48 V, while allowing redundancy of the electric motor's power supply, thanks to a DC voltage source lower than the previous one, less bulky and less heavy.

[0013] Other optional features of this electronic control unit which can be taken alone or in combination are listed below.

[0014] The first source delivers a lower voltage than the second voltage source, the DC voltage converter operating as a voltage booster.

[0015] In the case of this option, the first and second voltage sources deliver, for example, voltages of 12 V and 48 V respectively.

[0016] The first source delivers a voltage higher than that of the second voltage source, the DC voltage converter operating as a voltage step-down converter.

[0017] In the case of the latter option, the first and second voltage sources deliver, for example, voltages of 48 V and 12 V respectively.

[0018] According to certain possible embodiments of this control unit, the number N of phases of the electric motor is even, for example equal to 6,

[0019] the first inverter cell being intended to supply a first half of the phases,

[0020] the second inverter cell being intended to supply a second half of the phases,

[0021] the first and second halves of the phases being intended to be powered simultaneously by the first and second inverter cells in a normal operating mode of the control unit, and

[0022] at least one of the first and second halves of the phases being intended to be supplied in an emergency operating mode of the control unit.

[0023] According to other possible embodiments of this control unit, first and second inverter cells are intended to each supply the N phases, N being for example equal to 3,

[0024] the N phases being intended to be supplied by the first inverter cell in a backup operating mode of the control unit, and

[0025] the N phases being intended to be supplied by the second inverter cell in a normal operating mode of the control unit.

[0026] The invention also relates to a system for electronically controlling electric motors each forming an electric actuator of a corresponding electromechanical vehicle brake, this system comprising:a unit, called the first front unit, for electronically controlling a first front electric motor comprising a number N of phases, forming an electric actuator of an electromechanical vehicle brake, called the first front brake,a unit, called the first rear unit, for electronically controlling a first rear electric motor comprising a number P of phases, for example equal to 3, forming an electric actuator of an electromechanical vehicle brake, called the first rear brake,this first rear unit comprising an inverter cell intended to supply the P phases of the first rear electric motor,

[0027] characterized in that the first electronic control front unit is as defined above,

[0028] the second voltage source intended to power the second inverter cell of the first front electronic control unit also being intended to power the inverter cell of the first rear electronic control unit.

[0029] Other optional features of this electronic control system which can be taken alone or in combination are stated below.

[0030] According to certain possible embodiments of this control system, the system further comprises a unit, called the second rear unit, for electronically controlling a second rear electric motor comprising a number P of phases, forming an electric actuator of an electromechanical vehicle brake, called the second rear brake,

[0031] this second rear unit comprising an inverter cell intended to supply the P phases of the second rear electric motor,

[0032] the second voltage source intended to power the second inverter cell of the first front electronic control unit also being intended to power the inverter cell of the second rear electronic control unit.

[0033] According to other possible embodiments of this control system, the system further comprises a unit, called the second rear unit, for electronically controlling a second rear electric motor comprising a number P of phases, forming an electric actuator of an electromechanical vehicle brake, called the second rear brake,

[0034] this second rear unit comprising an inverter cell intended to supply the P phases of the second rear electric motor,

[0035] the first voltage source intended to supply the first inverter cell of the first front electronic control unit also being intended to supply the inverter cell of the second rear electronic control unit,

[0036] the inverter cell of the second rear electronic control unit being provided with a direct voltage converter, operating as a voltage booster, converting the voltage received from the first voltage source to bring it to the value of the supply voltage of the second inverter cell of the first front electronic control unit.

[0037] The invention also relates to an electronic control system for electric motors each forming a corresponding electric actuator of an electromechanical vehicle brake, this system comprising two units, called first and second front units, for electronic control respectively of first and second front electric motors comprising a number N of phases, respectively forming electric actuators of electromechanical vehicle brakes, called first and second front brake, characterized in that the first and second front electronic control units are each as defined above, the first and second sources delivering voltages of different values ​​respectively being common to these first and second front electronic control units.

[0038] The invention also relates to a motor vehicle characterized in that it comprises an electronic control unit as defined above.

[0039] The invention also relates to a motor vehicle characterized in that it comprises an electronic control system as defined above. Brief description of the figures

[0040] 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:

[0041] is a schematic view of a motor vehicle comprising an electronic control system for electric motors each forming an electric actuator of a corresponding electromechanical brake of the vehicle, this control system being according to a first embodiment of the invention;

[0042] is a schematic view of an electronic control unit of the electronic control system of the;

[0043] is a schematic view similar to in which the control system is according to a second embodiment of the invention;

[0044] is a view a schematic view similar to the in which the control system is according to a third embodiment of the invention; and

[0045] is a view a schematic view similar to the in which the control system is according to a fourth embodiment of the invention. Detailed description

[0046] There is shown a motor vehicle, according to the invention, designated by the general reference 10. This vehicle 10 comprises a system 12, according to a first embodiment of the invention, for the electronic control of electric motors each forming an electric actuator of a corresponding electromechanical vehicle brake.

[0047] These electric motors are of the alternating current type. They are electrically powered from direct current voltage sources which will be described below, connected to the phases of the alternating current motors by means forming an inverter. In addition, the electric motors are integrated into geared motor assemblies of the type with automatic release of clamping force in the absence of electrical power.

[0048] Referring to it can be seen that the system 12 is intended to control: a first front electric motor comprising a number N of phases, called the left front motor 14AVG, forming an electric actuator of an electromechanical vehicle brake, called the first left front brake 16AVG, a second front electric motor comprising a number N of phases, called the right front motor 14AVD, forming an electric actuator of an electromechanical vehicle brake, called the second right front brake 16AVD, a first rear electric motor comprising a number P of phases, called the left rear motor 14ARG forming an electric actuator of an electromechanical vehicle brake, called the first left rear brake 16ARG, and a second rear electric motor comprising a number P of phases, called the right rear motor 14ARD forming an electric actuator of an electromechanical vehicle brake, called the second right rear brake 16ARD.

[0049] It will be noted that, as is usual, the front motors 14AVG, 14AVD are dimensioned to deliver a higher electrical power than the rear motors 14ARG, 14ARD, for example an electrical power approximately twice that of the rear motors 14ARG, 14ARD. In the first embodiment of the invention illustrated in the, the number N of phases of each front motor 14AVG, 14AVD is equal to 6 and the number P of phases of each rear motor 14ARG, 14ARD is equal to 3. These phases are shown diagrammatically in Figures 1 and 2 by series of corresponding lines, one of the lines in the series being designated by the reference N for each front motor 14AVG, 14AVD and one of the lines in the series being designated by the reference P for each rear motor 14ARG, 14ARD.

[0050] The system 12 further comprises electronic control units for each electric motor 14AVG, 14AVD 14ARG, 14ARD. Thus, the system 12 comprises: a first front unit, called the left front unit 18AVG, for electronic control of the left front motor 14AVG, a second front unit, called the right front unit 18AVD, for electronic control of the right front motor 14AVD, a first rear unit, called the left rear unit 18ARG, for electronic control of the left rear motor 14ARG, and a second rear unit, called the right rear unit 18ARD, for electronic control of the right rear motor 14ARD.

[0051] In the first embodiment of the invention illustrated in the, the front left 18AVG and right 18AVD electronic control units are similar and each comprise first 20 and second 22 inverter cells intended to each supply at least a portion of the N phases of the corresponding front motor 14AVG, 14AVD. Thus, in the illustrated example, the first inverter cell 20 supplies three first phases of the corresponding front motor 14AVG, 14AVD and the second inverter cell 22 supplies the other three phases of the corresponding front motor 14AVG, 14AVD.

[0052] The first 20 and second 22 inverter cells are powered respectively by first 24 and second 26 sources delivering DC voltages of different values ​​respectively. In the example illustrated, the DC voltage sources 24, 26 are batteries. Alternatively, the DC voltage sources 24, 26 are formed by any means delivering DC voltages.

[0053] In the first embodiment of the invention, the first source 24 delivers a voltage lower than that of the second voltage source 26. Thus, in the example illustrated, the first 24 and second 26 voltage sources deliver voltages of 12 V and 48 V respectively.

[0054] Referring to the, it will be noted that the first inverter cell 20 of each of the front left 18AVG and right 18AVD electronic control units is provided with a direct voltage converter 20C converting the voltage to bring it to the value of the supply voltage of the second inverter cell 22. The direct voltage converter 20C therefore operates in this case as a voltage booster.

[0055] In the first embodiment of the invention, the number N of phases of each front electric motor 14AVG, 14AVD being even, the first inverter cell 20 is intended to supply a first half of the phases of the motor 14AVG, 14AVD, and the second inverter cell 22 is intended to supply a second half of the N phases of the motor 14AVG, 14AVD.

[0056] It will be noted that, generally speaking, in the first embodiment of the invention, the first 24 and second 26 sources delivering voltages of different values ​​respectively are common to the front left 18AVG and right 18AVD electronic control units.

[0057] In a normal operating mode of each of the front left 18AVG and right 18AVD control units, the first and second halves of the N phases are intended to be powered simultaneously by the first 20 and second 22 inverter cells. In this case, each of the first 20 and second 22 inverter cells can provide approximately 50% of the power of each front electric motor 14AVG, 14AVD.

[0058] In a backup operating mode of each of the front left 18AVG and right 18AVD control units, at least one of the first and second halves of the N phases is intended to be powered by an inverter cell.

[0059] Thus, in the event of a fault affecting the power supply of the front left 18AVG and right 18AVD control units by the second voltage source 26 delivering a voltage of 48 V, the front left 18AVG and right 18AVD control units continue to be powered by the first voltage source 24 delivering a voltage of 12 V which, via each DC voltage converter 20C, is raised to a voltage of 48 V supplying the first half of the N phases of each front motor 14AVG, 14AVD.

[0060] It is indeed accepted that, in an emergency operating mode, the electrical power supplied to the front motors 14AVG, 14AVD is reduced by half.

[0061] Furthermore, in the event of a fault affecting the power supply of the front left 18AVG and right 18AVD control units by the first voltage source 24 delivering a voltage of 12 V, the front left 18AVG and right 18AVD control units continue to be powered by the second voltage source 26 delivering a voltage of 48 V to the second half of the N phases of each front motor 14AVG, 14AVD.

[0062] In the first embodiment of the invention illustrated in the, the left rear 18ARG and right rear 18AR electronic control units are similar and each comprise an inverter cell 28 intended to supply the P phases of the corresponding rear electric motor 14ARG, 14ARD.

[0063] Referring to the, it is seen that the second voltage source 26 intended to power the second inverter cell 22 of each of the front left 18AVG and right 18AVD control units is also intended to power the inverter cell 28 of each of the rear left 18ARG and right 18AR control units. It will be noted that the first voltage source 24 is not intended to power the rear electric motors 14ARG, 14ARD.

[0064] It is indeed admitted that, in the event of a breakdown affecting the power supply of the rear left 18ARG and right 18AR control units by the second voltage source 26 delivering a voltage of 48 V, it is possible to dispense with powering the rear electric motors 14ARG, 14ARD because this breakdown will only affect the rear brakes which are less essential than the front brakes for braking the vehicle. In addition, the rear motors 14ARG, 14ARD being of the type with automatic release of the application force in the absence of electrical power supply, it is therefore not necessary, in the event of a breakdown, to have to power these rear motors 14ARG, 14ARD by an emergency source to stop an unwanted application force.

[0065] It will be noted that in the first embodiment of the invention, the first 20 and second 22 inverter cells of the front left 18AVG and right 18AVD control units as well as the inverter cells 28 of the rear left 18ARG and right 18ARD control units comply with technologies meeting severe reliability constraints, for example reliability constraints with regard to a very high risk of type ASIL D in accordance with the English acronym “Automotive Safety Integrity Level” of the ISO 26262 standard.

[0066] Referring to the, the front left electronic control unit 18AVG will be described in more detail below. It should be noted that the hardware and software structures of the front right unit 18AVD are similar to those of the front left unit 18AVG described below.

[0067] We have schematically distinguished four functional groups I, II, III and IV.

[0068] Functional assembly I forms the front left electronic control unit 18AVG. In this functional assembly I, the various components shown diagrammatically in solid lines form a so-called "nominal" functional chain and the various components shown diagrammatically in dotted lines form a so-called "redundant" functional chain.

[0069] Functional set II includes the front left engine 14AVG.

[0070] Functional set III includes vehicle equipment connected to functional set I.

[0071] Functional assembly IV includes the left front wheel of the vehicle to which the left front brake 16AVG is associated.

[0072] The nominal functional chain of functional assembly I is connected to functional assembly II, more particularly to the corresponding phases of the front left engine 14AVG by means of safety cut-off means 30.

[0073] The functional assembly III comprises electrical power supply means 32 comprising the second direct voltage source 26 and a power supply source 34 for a data communication network of the CAN communication protocol type, in accordance with the English acronym for “Controller Area Network”, preferably CAN FD, the English acronym FD being used for “Flexible Datarate”.

[0074] The nominal functional chain of the functional assembly I is connected to the electrical supply means 32 by connection means 36.

[0075] The nominal functional chain comprises a nominal microprocessor 38 connected to the connection means 36 in particular by means of filtration means 40, a CAN transmitter / receiver module 42 and power management means 44, designated in English by the acronym PMIC for "Power Management Integrated Circuit".

[0076] The nominal microprocessor 38 is connected to means 46 for implementing software in this nominal microprocessor 38.

[0077] The functional assembly I is connected to means 48 for producing braking control signals from the functional assembly III by connection means 50.

[0078] The redundant functional chain comprises means similar to those of the nominal functional chain, designated on the by identical references supplemented by the affix “R”, namely: safety cut-off means 30R, connection means 36R, a microprocessor 38R, filtration means 40R, a CAN transmitter / receiver module 42R, power supply management means 44R, and software implementation means 46R.

[0079] Furthermore, the functional assembly III comprises electrical power supply means 51 comprising the first direct voltage source 24 and a power supply source 52 for a data communication network of the CAN type, preferably CAN FD.

[0080] The redundant functional chain of the functional assembly I is connected to the electrical supply means 50 by the connection means 36R.

[0081] The nominal 38 and redundant 38R microprocessors are connected to the first 20 and second 22 inverter cells respectively.

[0082] The nominal 38 and redundant 38R microprocessors are furthermore connected to different wheel speed data management means 54, 54R and 56 connected to wheel speed data management means 58 of the functional assembly IV by connection means 60.

[0083] The nominal and redundant functional chains therefore comprise many similar means but differ in particular in that: the redundant functional chain comprises the first inverter cell 20 which comprises an inverter driver 20P, an inverter bridge 20Q and the DC voltage converter 20C operating in a step-up mode, the inverter drivers 20P and bridge 20Q being assigned to a first half of the N phases of the front left motor 14AVG, and the nominal functional chain comprises the second inverter cell 22 which comprises an inverter driver 22P and an inverter bridge 22Q, the inverter drivers 22P and bridge 22Q being assigned to the second half of the N phases of the front left motor 14AVG.

[0084] A system 12 is shown, according to a second embodiment of the invention, for the electronic control of the electric motors 14AVG, 14AVD, 14ARG, 14ARD. In this, the elements similar to those of the previous figures are designated by identical references.

[0085] As in the first embodiment of the invention, in the second embodiment of the invention illustrated in the, the number N of phases of each front motor 14AVG, 14AVD is equal to 6 and the number P of phases of each rear motor 14ARG, 14ARD is equal to 3.

[0086] Unlike the system 12 according to the first embodiment of the invention, the first voltage source 24, intended to supply each first inverter cell 20 of the front left 18AVG and right 18AVD electronic control units, is also intended to supply the inverter cell 28 of the rear left 18ARG electronic control unit of the rear left 14ARG motor.

[0087] Thus, in the second embodiment of the invention, the inverter cell of the left rear electronic control unit 18ARG is provided with a direct voltage converter 28C, operating as a voltage booster, converting the 12V voltage received from the first voltage source 24 to bring it to a voltage value of 48V, namely the value of the supply voltage of each second inverter cell 22 of the front left 18AVG and right 18AVD electronic control units and of the inverter cell 28 intended to supply the P phases of the right rear electric motor 14ARD.

[0088] Thus, unlike the first embodiment of the invention, in the second embodiment of the invention, in the event of a failure affecting the power supply of the right rear control unit 18ARD by the second voltage source 26 delivering a voltage of 48 V, the left rear control unit 18ARG, powered by the first voltage source 24 via the voltage booster 28C, can continue to control the left rear motor 14ARG actuating the left rear brake 16ARG.

[0089] Furthermore, in the event of a fault affecting the power supply of the left rear control unit 18ARG by the first voltage source 24 delivering a voltage of 12 V, the right rear control unit 18ARD, powered by the second voltage source 26 delivering a voltage of 48 V, is capable of continuing to control the right rear motor 14ARD actuating the right rear brake 16ARD.

[0090] A system 12 is shown, according to a third embodiment of the invention, for the electronic control of the electric motors 14AVG, 14AVD, 14ARG, 14ARD. In this figure, elements similar to those of the previous figures are designated by identical references.

[0091] Unlike the first and second embodiments of the invention, in the third embodiment of the invention, the number N of phases of each of the front left 14AVG and right 14AVD electric motors is equal to 3. On the other hand, as in the first and second embodiments of the invention, in this third embodiment of the invention, the number P of phases of each of the rear electric motors 14ARG, 14ARD is equal to 3.

[0092] Furthermore, in this third embodiment of the invention, in a normal operating mode of the front left 18AVG and right 18AVD control units, the N phases of each front electric motor 14AVG, 14AVD are intended to be powered by the second inverter cell 22, this second inverter cell 22 being powered by the second voltage source 26 delivering a voltage of 48 V.

[0093] On the other hand, in an emergency operating mode of the front left 18AVG and right 18AVD control units, the N phases of each front electric motor 14AVG, 14AVD are intended to be powered by the first inverter cell 20, this first inverter cell 20 being powered by the first voltage source 24 delivering a voltage of 12 V via the voltage booster 20C.

[0094] It is indeed accepted that, in an emergency operating mode, the electrical power supplied to the front motors 14AVG, 14AVD is reduced by half.

[0095] It will be noted that, in this third embodiment of the invention, the hardware and software structures of the front right 18AVD and front left 18AVG control units are deduced mutatis mutandis from those of the hardware structures of the front right 18AVD and front left 18AVG control units of the system 12 according to the first embodiment of the invention.

[0096] In particular, in the third embodiment of the invention, N=3, whereas N=6 in the first embodiment of the invention.

[0097] Similarly, in the third embodiment of the invention, the first inverter cell 20 is intended to be powered by the first voltage source 24 delivering a voltage of 12 V only in the event of a fault affecting the power supply of the front left 18AVG and right 18AVD control units by the second voltage source 26 delivering a voltage of 48 V, this unlike the first embodiment of the invention which provides that in the normal operating mode of the front left 18AVG and right 18AVD control units, the first and second halves of the N phases of the front left 14AVG and right 14AVD motors are intended to be powered simultaneously by the first 20 and second 22 inverter cells.

[0098] It will be noted that in the first to third embodiments of the invention described above: the electric motors 14AVG, 14AVD 14ARG, 14ARD, as well as the first 20 and second 22 inverter cells of each of the front left 18AVG and right 18AVD control units, as well as the inverter cell 28 of each of the rear left 18ARG and right 18AR control units, are adapted to be powered, where appropriate via the voltage booster 20C, by a voltage of the same value as that delivered by the second voltage source 26, namely a voltage of 48 V.

[0099] Thus, in the first to third embodiments of the invention, an electronic control system is produced for electric motors forming electromechanical brake actuators powered redundantly by a single 48 V voltage source, which is the one increasingly required in motor vehicles, and a conventional 12 V voltage source which is less bulky and lighter than the 48 V voltage source.

[0100] A system 12 is shown, according to a fourth embodiment of the invention, for the electronic control of the electric motors 14AVG, 14AVD, 14ARG, 14ARD. In this figure, elements similar to those of the previous figures are designated by identical references.

[0101] In this fourth embodiment of the invention, the first source 24 delivers a voltage higher than that of the second voltage source 26 and the DC voltage converter 20C operates as a voltage step-down device. Thus, in the example described according to the fourth embodiment of the invention, the first 24 and second 26 voltage sources deliver voltages of 48 V and 12 V respectively.

[0102] Furthermore, in the fourth embodiment of the invention, as in the first embodiment of the invention, N=6 and P=3.

[0103] On the other hand, unlike the first to third embodiments of the invention, in this fourth embodiment of the invention, the electric motors 14AVG, 14AVD 14ARG, 14ARD, as well as the first 20 and second 22 inverter cells of each of the front left 18AVG and right 18AVD control units, as well as the inverter cell 28 of each of the rear left 18ARG and right 18AR control units, are adapted to be powered, if necessary via the voltage step-down 20C, by a voltage of the same value as that delivered by the second voltage source 26, namely a voltage of 12 V.

[0104] It will be noted that the system 12 according to the fourth embodiment of the invention makes it possible to take advantage of the 48 V voltage source which is increasingly often required in motor vehicles to form a redundant voltage source in an electronic control system for electric motors forming electromechanical brake actuators, this thanks to proven control unit technology using a conventional 12 V voltage source and without resorting to a redundant 12 V voltage source which would be added to the 48 V voltage source.

[0105] The invention is not limited to the embodiments presented and other embodiments will become apparent to those skilled in the art.

[0106] In particular, according to other embodiments, the number N or P of phases of the motors is other than 6 or 3, for example greater than 6.

[0107] Similarly, according to other embodiments, the first inverter cell 20 of each of the front left 18AVG and right 18AVD control units is of an ASIL B type.

[0108] The present invention applies mainly to the braking of motor vehicles.

[0109] Reference list10: motor vehicle12: system for the electronic control of electric motors14AVG: front left motor14AVD: front right motor14ARG: rear left motor14ARD: rear right motor16AVG: front left brake16AVD: front right brake16ARG: rear left brake16ARD: rear right brake18AVG: front left electronic control unit18AVD: front right electronic control unit18ARG: rear left electronic control unit18ARD: rear right electronic control unit20: first inverter cell of front unit20C: DC voltage converter of first inverter cell of front unit20P: inverter driver20Q: inverter bridge22: second inverter cell of front unit22P: inverter driver22Q: inverter bridge24: first DC voltage source26: second DC voltage source28: inverter cell of rear unit28C: DC voltage converter of inverter cell rear unitleft30: safety cut-off means for the nominal functional chain30R: safety cut-off means for the redundant functional chain32: electrical power supply means3234: power source for data communication network36: connection means36R: connection means38: nominal microprocessor38R: redundant microprocessor40: filtering means40R: filtering means42: CAN transmitter / receiver42R: CAN transmitter / receiver44: power supply management44R: power supply management46: software implementation means46R: software implementation means48: means for producing braking control signals50: connection means51: electrical power supply means52: power source for data communication network54: wheel speed data management means54R: wheel speed data management means56: wheel speed data management means58: wheel speed data management means60: connection meansN: motor phaseP: motor phase

Claims

Electronic control unit (18AVG, 18AVD) of an electric motor (14AVG, 14AVD) comprising a number N of phases, forming an electric actuator of an electromechanical brake (16AVG, 16AVD) of a vehicle, characterized in that it comprises first (20) and second (22) inverter cells intended to each supply at least part of the N phases, the first (20) and second (22) inverter cells being supplied respectively by first (24) and second (26) sources delivering DC voltages respectively of different values, the first (20) inverter cell being provided with a DC voltage converter (20C) converting the voltage to bring it to the value of the supply voltage of the second (22) inverter cell. Electronic control unit (18AVG, 18AVD) according to claim 1, wherein the first source (24) delivers a voltage lower than that of the second voltage source (26), the direct voltage converter (20C) operating as a voltage booster. Electronic control unit (18AVG, 18AVD) according to claim 2, wherein the first (24) and second (26) voltage sources deliver voltages of 12 V and 48 V respectively. Electronic control unit (18AVG, 18AVD) according to claim 1, wherein the first source (24) delivers a voltage higher than that of the second voltage source (26), the direct voltage converter (20C) operating as a voltage step-down converter. Electronic control unit (18AVG, 18AVD) according to claim 2, wherein the first (24) and second (26) voltage sources deliver voltages of 48 V and 12 V respectively. Electronic control unit (18AVG, 18AVD) according to any one of claims 1 to 5, wherein the number N of phases of the electric motor (14AVG, 14AVD) is even, the first inverter cell (20) being intended to supply a first half of the phases, the second inverter cell (22) being intended to supply a second half of the phases, the first and second halves of the phases being intended to be supplied simultaneously by the first (20) and second (22) inverter cells in a normal operating mode of the control unit (18AVG, 18AVD), and at least one of the first (20) and second (22) halves of the phases being intended to be supplied in an emergency operating mode of the control unit (18AVG, 18AVD). Electronic control unit (18AVG, 18AVD) according to claim 6, wherein N=6. Electronic control unit (18AVG, 18AVD) according to any one of claims 1 to 5, wherein first (20) and second (22) inverter cells are intended to each supply the N phases, the N phases being intended to be supplied by the first inverter cell (20) in a backup operating mode of the control unit (18AVG, 18AVD), and the N phases being intended to be supplied by the second inverter cell (22) in a normal operating mode of the control unit (18AVG, 18AVD). Electronic control unit (18AVG, 18AVD) according to claim 8, wherein N=3. System (12) for electronic control of electric motors (14AVG, 14AVD, 14ARG, 14ARD) each forming an electric actuator of a corresponding electromechanical brake (16AVG, 16AVD, 16ARG, 16ARD) of a vehicle, this system comprising:a unit, called first front unit (18AVG, 18AVD), for electronic control of a first front electric motor (14AVG, 14AVD) comprising a number N of phases, forming an electric actuator of an electromechanical brake of a vehicle, called first front brake (16AVG, 16AVD),a unit, called first rear unit (18ARG, 18ARD), for electronic control of a first rear electric motor (14ARG, 14ARD), comprising a number P of phases, forming an electric actuator of an electromechanical brake of a vehicle, called first rear brake (16ARG, 16ARD),this first rear unit (18ARG, 18ARD) comprising an inverter cell (28) intended to supply the P phases of the first rear electric motor (14ARG, 14ARD),characterized in that the first front electronic control unit (18AVG, 18AVD) is according to any one of claims 1 to 9, the second voltage source (26) intended to supply the second inverter cell (22) of the first front electronic control unit (18AVG, 18AVD) also being intended to supply the inverter cell (28) of the first rear electronic control unit (18ARG, 18ARD)., Electronic control system (12) according to claim 10, further comprising a unit, called second rear unit (18ARG, 18ARD), for electronically controlling a second rear electric motor (14ARG, 14ARD) comprising a number P of phases, forming an electric actuator of an electromechanical vehicle brake, called second rear brake (16ARG, 16ARD), this second rear unit (18ARG, 18ARD) comprising an inverter cell (28) intended to supply the P phases of the second rear electric motor (14ARG, 14ARD), the second voltage source (26) intended to supply the second inverter cell (22) of the first front electronic control unit (18AVG, 18AVD) also being intended to supply the inverter cell of the second rear electronic control unit (18ARG, 18ARD). Electronic control system (12) according to claims 2 and 10 taken together, further comprising a unit, called second rear unit (18ARG), for electronic control of a second rear electric motor (14ARG) comprising a number P of phases, forming an electric actuator of an electromechanical vehicle brake, called second rear brake (16ARG), this second rear unit (18ARG) comprising an inverter cell (28) intended to supply the P phases of the second rear electric motor (14ARG), the first voltage source (24) intended to supply the first inverter cell (20) of the first front electronic control unit (18AVG, 18AVD) also being intended to supply the inverter cell (28) of the second rear electronic control unit (18ARG), the inverter cell (28) of the second rear electronic control unit (18ARG) being provided with a direct voltage converter (28C), operating as a voltage booster,converting the voltage received from the first voltage source (24) to bring it to the value of the supply voltage of the second inverter cell (22) of the first front unit (18AVG, 18AVD) of electronic control., An electronic control system (12) according to any one of claims 10 to 12, wherein P = 3. System (12) for electronic control of electric motors each forming a corresponding electric actuator of an electromechanical vehicle brake, this system comprising two units, called first and second front units (18AVG, 18AVD), for electronic control respectively of first and second front electric motors (14AVG, 14AVD) comprising a number N of phases, respectively forming electric actuators of electromechanical vehicle brakes, called first and second front brake (16AVG, 16AVD), characterized in that the first and second electronic control units (18AVG, 18AVD) are each according to any one of claims 1 to 9, the first (24) and second (26) sources delivering voltages of different values ​​respectively being common to these first and second electronic control units (18AVG, 18AVD). Motor vehicle (10) characterized in that it comprises an electronic control unit (18AVG, 18AVD) according to any one of claims 1 to 9. Motor vehicle (10) characterized in that it comprises an electronic control system (12) according to any one of claims 10 to 14.

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