An integrated controller assembly for a vehicle

Abstract

The present disclosure relates to an integrated controller assembly (100) for a vehicle. The integrated controller assembly (100) includes a casing (102), a circuit board (104) disposed in the casing (102), and one or more thermal pads (108). The circuit board has a base substrate (110) having a first predefined region (110A) and a second predefined region (110B). The first predefined region (110A) is adapted to accommodate a first set of electronic components (112), and the second predefined region (110B) is adapted to accommodate a second set of electronic components (114). The one or more thermal pads (118) are disposed below the base substrate (110). The one or more thermal pads (118) are in thermal communication with at least the first predefined region (110A) and are configured to dissipate heat generated by the first set of electronic components (112).

Description

[0001] TITLE OF INVENTION

[0002] AN INTEGRATED CONTROLLER ASSEMBLY FOR A VEHICLE

[0003] FIELD OF THE INVENTION

[0004]

[0001] The present invention relates to the field of vehicle control systems. More particularly, the present invention relates to an integrated controller assembly for a vehicle.

[0005] BACKGROUND OF THE INVENTION

[0006]

[0002] Conventional vehicle electronics rely on a plurality of Electronic Control Units (ECUs) to manage various functions and operations of the vehicle. These include a Motor Control Unit configured to control an output of a motor disposed in the vehicle in response to a user input; a Light Control Module (LCM) configured to manage all vehicle lights, along with enabling user-selectable or preprogrammed lighting functions (such as cornering illumination, safety warnings, aesthetic displays etc.); and a Vehicle Control Unit (VCU) that acts as a master ECU and configured to handle sensor and switching inputs, control relays and contactors, activate performance features (high-performance mode, cruise control, hill hold assist etc.) and regulate over-the-air (OTA) software updates. The VCU may also function to wake up a traction battery, the MCU and an instrument cluster of the vehicle based on authorized vehicle access. Additionally, the plurality of ECUs may include a Battery Management System (BMS) for monitoring battery charging, discharging and battery health, and a Telematics Control Unit (TCU) enabling communication and data transfer functions to facilitate malfunction or accident diagnosis of the vehicle. Vehicle electronics also include one or more voltage regulators such as DC-DC converters which regulate voltage across these ECUs and other electrical loads of the vehicle (such as lights, horns etc.).

[0007]

[0003] However, disposing multiple ECUs with each ECU having a dedicated Printed Circuit Board (PCB) in the vehicle translates to a higher part count in the vehicle. This not only increases the gross vehicle weight (GVW) but also increases complexity of wiring harness associated with the ECUs, making the management of vehicle electronics cumbersome. This complexity can not only extend the assembly time of the PCBs but may also introduce reliability concerns due to increased number of connection points. Also, manufacturing of multiple PCBs for the multiple ECUs increases the overall production time and the overall manufacturing costs. Further, large number of PCBs may require a distributed architecture for communication and control, leading to potential drawbacks such as slower response times and increased processing demands of the ECUs. Additionally, the sheer number of parts accounts for logistical hurdles in terms of procurement, inventory management, and assembly. Further, change management becomes difficult due to reliance on multiple suppliers for the multiple PCBs, which is undesirable.

[0008]

[0004] Some conventional approaches in integration of ECUs involve stacking of the PCBs to form an assembly. In one conventional approach, wires or connectors are used for integrating the stacked PCBs, which adversely yield tendencies of wire loosening, vibrational breakage of wire or weakening of the PCB board due to multiple fastening members. Stacking of PCBs may further create one or more localized heating zones within the assembly, which could lead to damage to the ECUs, potentially causing malfunctions and even compromising vehicle safety in extreme cases. Further, gappers or spacers used for stacking the PCBs can create localized stress zones within the assembly, leading to depreciated durability of the assembly.

[0009]

[0005] Further, in vehicles with compact layouts, such as two-wheeled vehicles, there exist space constraints for mounting multiple large sized PCBs or electronic control units (ECU) in the vehicle. As such, complexity in mounting of the ECUs in the vehicle infrastructure increases. The size and weight of the multiple PCBs / ECUs necessitate dedicated mounting locations within the vehicle, contributing to overall vehicle weight and adversely affecting vehicle performance metrics such as acceleration, handling, balancing, and range. The plurality of PCBs also potentially restricts design flexibility in vehicle layout adjustments and adversely impacts component accessibility, serviceability, and overall aesthetics of the vehicle.

[0010]

[0006] Another problem exists in the conventional art that the voltage regulators such as the DC-DC converters in the vehicle electronics utilize fixed conversion ratios, which presents various drawbacks. The voltage regulators may deliver excess power during low-demand situations, wasting energy and straining the charge of a battery pack of the vehicle. Conversely, during peak load requirements, they may not provide enough power to the electrical loads, thereby adversely impacting system performance.

[0011]

[0007] Therefore, there is a need for an integrated controller assembly for a vehicle that addresses, overcomes or alleviates one or more of the aforementioned problems.

[0012] SUMMARY OF THE INVENTION

[0013]

[0008] Accordingly, an aspect of the present disclosure relates to an integrated controller assembly for a vehicle. The integrated controller assembly includes a casing, a circuit board disposed in the casing, and one or more thermal pads. The circuit board has a base substrate having a first predefined region and a second predefined region. The first predefined region is adapted to accommodate a first set of electronic components, and the second predefined region is adapted to accommodate a second set of electronic components. The one or more thermal pads are disposed below the base substrate. The one or more thermal pads are in thermal communication with at least the first predefined region and are configured to dissipate heat generated by the first set of electronic components.

[0014]

[0009] In an embodiment, the casing includes an upper case adapted to receive the circuit board, and a bottom case disposed below the one or more thermal pads and cover a bottom side of the base substrate of the circuit board. The bottom case is configured to be attached to the upper case.

[0015]

[0010] In an embodiment, the integrated controller assembly includes a heat sink disposed below the one or more thermal pads. The heat sink is in thermal communication with the one or more thermal pads and is configured to convect heat away from the casing of the integrated controller assembly.

[0016] [Oil] In an embodiment, the first predefined region of the base substrate comprises one or more vias. The one or more vias communicably couple the first set of electronic components disposed at a top side of the base substrate with the first set of electronic components disposed at a bottom side of the base substrate.

[0017]

[0012] In an embodiment, the one or more vias are filled with a non-conductive paste for enhancing mechanical strength of the circuit board.

[0018]

[0013] In an embodiment, the first predefined region being a power board region comprises first terminals connected to a battery pack disposed in the vehicle, and second terminals connected to a motor disposed in the vehicle.

[0019]

[0014] In an embodiment, the first set of electronic components accommodated in the first predefined region are selected from a group comprising: relays, Metal Oxide Semiconductor Field Effect Transistors, voltage regulators, and link capacitors. The link capacitors are adapted to alleviate voltage ripple associated with the voltage regulators.

[0020]

[0015] In an embodiment, the second predefined region being a control board region comprises the second set of electronic components having at least one of: at least one control unit, one or more communication ports, and one or more driver units.

[0021]

[0016] In an embodiment, the at least one control unit is configured to receive one or more inputs from one or more input devices and process the one or more inputs. Corresponding to the processing of the one or more inputs, the at least one control unit is configured to control at least one of an operation of the first set of electronic components, a power input or a power output associated with the motor disposed in the vehicle, a power input or a power output associated with a battery pack disposed in the vehicle, an illumination of one or more illumination units disposed in the vehicle, and collection of vehicle related data from one or more sensors disposed in the vehicle, processing of the vehicle related data to generate control signals indicative of at least one of operating parameters of the vehicle and a malfunction in the vehicle, and transmission of the control signals.

[0017] In an embodiment, the at least one control unit is communicatively connected to at least one of the voltage regulators. The at least one control unit is configured to regulate operation of the at least one of the voltage regulators based on the one or more inputs.

[0022]

[0018] In an embodiment, the at least one control unit is adapted to monitor and manage charging and discharging of a battery pack of the vehicle based on the one or more inputs received by the at least one control unit. The one or more inputs comprise at least one of: a signal indicative of a state of the battery pack including at least one of temperature of the battery pack, voltage across terminals of the battery pack, and a current flowing through the battery pack, and a signal indicative of operating conditions of the vehicle, comprising a speed of the vehicle, an acceleration of the vehicle, and a braking condition or a deceleration condition of the vehicle.

[0023]

[0019] Another aspect of the present invention relates to an integrated controller assembly for a vehicle. The integrated controller assembly comprises a circuit board comprising a base substrate. The base substrate accommodates a first set of electronic components and a second set of electronic components. The second set of electronic components are operably connected to the first set of electronic components. The second set of electronic components comprises at least one control unit being configured to: receive one or more inputs from one or more input devices, process the received one or more inputs, and provide one or more outputs activating one or more components of the first set of electronic components.

[0024]

[0020] In an embodiment, the at least one control unit is configured to generate one or more outputs for operating the vehicle in response to the processing of the one or more inputs. The one or more outputs for operating the vehicle includes: controlling an operation of the first set of electronic components, controlling a power input or a power output associated with a motor disposed in the vehicle, controlling a power input or a power output associated with a battery pack disposed in the vehicle, controlling an illumination of one or more illumination units disposed in the vehicle, and performing collection of vehicle related data from one or more sensors disposed in the vehicle, processing of the vehicle related data to generate control signals indicative of at least one of operating parameters of the vehicle and a malfunction of the vehicle, and transmission of the control signals.

[0025]

[0021] In an embodiment, the motor is operable in a first mode and in a second mode. The first mode corresponds to a motoring mode in which the motor is adapted to receive electrical power from the battery pack and converts the received electrical power to mechanical energy for propelling the vehicle. The second mode corresponds to a generating mode in which the motor is adapted to receive mechanical energy resulting from braking or deceleration of the vehicle and convert the received mechanical energy to electrical energy for charging the battery pack.

[0026]

[0022] In an embodiment, the second set of electronic components is configured to regulate operation of at least one of voltage regulators of the first set of electronic components, based on the one or more inputs corresponding to one of the power input and the power output associated with the motor.

[0027]

[0023] In an embodiment, the at least one control unit is configured to receive data from the one or more input devices disposed in the vehicle and control operations of each of the first set of electronic components, the one or more illumination units and the motor disposed in the vehicle, based on data received from the one or more input devices.

[0028]

[0024] In an embodiment, the at least one control unit is communicably connected to an indicator device. The indicator device is adapted to indicate information pertaining to an operation of the motor to a user.

[0029]

[0025] In an embodiment, the one or more input devices comprises switches and sensors.

[0030] BRIEF DESCRIPTION OF THE DRAWINGS

[0031]

[0026] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments. Figure 1 is an exploded perspective view of an integrated controller assembly for a vehicle, in accordance with an exemplary embodiment of the present invention.

[0032] Figure 2 is another exploded perspective view of the integrated controller assembly, in accordance with an exemplary embodiment of the present invention.

[0033] Figure 3 is a perspective view of a circuit board of the integrated controller assembly, in accordance with an exemplary embodiment of the present invention.

[0034] Figure 4 is a block diagram of the integrated controller assembly, in accordance with an exemplary embodiment of the present invention.

[0035] Figure 5 is a block diagram illustrating connectivity between the integrated controller assembly and various components of the vehicle, in accordance with an exemplary embodiment of the present invention.

[0036] DETAILED DESCRIPTION OF THE INVENTION

[0037]

[0027] The present invention provides an integrated controller assembly that eliminates the need for multiple ECUs, such as dedicated motor control units, vehicle control units, light control modules, battery management systems, telematics control units, and like components, to manage various vehicle operations. By integrating multiple control functionalities into a single circuit board, the integrated controller assembly of the present invention reduces the number of parts in the vehicle, thereby decreasing the overall weight of the vehicle.

[0028] The integrated controller assembly includes a casing, a circuit board disposed in the casing, and one or more thermal pads. The circuit board has a base substrate having a first predefined region and a second predefined region. The first predefined region is adapted to accommodate a first set of electronic components, and the second predefined region is adapted to accommodate a second set of electronic components. The one or more thermal pads are disposed below the base substrate. The one or more thermal pads are in thermal communication with at least the first predefined region and are configured to dissipate heat generated by the first set of electronic components. The circuit board includes the base substrate accommodating the first set of electronic components and the second set of electronic components. The second set of electronic components are operably connected to the first set of electronic components. The second set of electronic components includes at least one control unit being configured to receive one or more inputs from one or more input devices, process the received one or more inputs, and provide one or more outputs activating one or more components of the first set of electronic components.

[0038]

[0029] As used herein, references to the term “vehicle” can be construed to mean a two-wheeled vehicle, a three-wheeled vehicle, a multi-wheeled vehicle, a hoverboard, a terrestrial vehicle, an aerial vehicle, an aquatic vehicle or a submarine, as per application, unless stated otherwise. In an exemplary embodiment, the vehicle is a two-wheeled vehicle. In a further embodiment, the vehicle is an electric vehicle that uses one or more electric prime movers for operating the vehicle.

[0039]

[0030] As used herein, the wording “and / or” is intended to represent an inclusive- or. That is, “X and / or Y” is intended to mean X or Y or both, for example. As a further example, “X and / or Y and / or Z” is intended to mean X or Y or Z or any combination thereof. Further, the terms “at least one” and “one or more” are defined as terms including a singular number and a plural number. Even if the terms “at least one” or “one or more” do not exist, each component may exist in the singular or plural, and may mean the singular or the plural and it is self-evident. Further, it may be possible to change according to the embodiment that each component is provided in a singular or plural. The term “proximate to” of the degree used throughout the specification are used in or close to the numerical value when manufacturing and material tolerances specific to the stated meaning are presented.

[0031] In addition, when a part “comprises / comprising” a certain component, it should be understood that the part may have other components, and one or more other features, not excluding other components, unless specifically stated to the contrary. Further, it is to be understood that it does not preclude the presence or addition of any number, step, component, action, part, or combination thereof.

[0040]

[0032] The terms “above”, “upper” and “top”, and “below”, “lower” and “bottom” as may be used herein are exemplary and refer to the integrated controller assembly disposed in a particular orientation within the vehicle, and as depicted in the figures. It is to be understood that the invention is not limited to this specific orientation. In alternative orientations, the terms “above”, “upper” and “top”, and “below”, “lower” and “bottom” may be interchanged to correspond with different placements of the integrated controller assembly in the vehicle, as perceived by an observer.

[0041]

[0033] The term “unit” includes a unit realized by hardware or a unit realized by software or and a unit realized using both hardware and software. Furthermore, one unit may be realized using two or more hardware, or two or more units may be realized using one hardware. Meanwhile, the unit is not meant to be limited to software or hardware, and the unit may be configured to be in an addressable storage medium or configured to reproduce one or more processors. Thus, as an example, the unit refers to components such as software components, object- oriented software components, class components, and task components, processes, functions, properties, and procedures, subroutines, segments of program code, drivers, firmware, microcode, circuits, data, databases, data structures, tables, arrays and variables. The components and functions provided in the units may be combined into a smaller number of elements and units or may be further separated into additional elements and units.

[0042]

[0034] The terms “communicably connected” and “communicably coupled” correspond to communication associated with one or more electronic components and / or one or more electrical components of the vehicle over one or more types of networks, unless otherwise specified. Examples of such networks may include, but not limited to, wired / wireless data communication network, telephone network, wired / wireless television communication network, a Local Area Network (LAN) and a Wide Area communication Network (WAN: Wide Area Network), Internet (WWW: World Wide Web) etc. Examples of wireless data communication networks include 3G, 4G, 5G, 3GPP (3rd Generation Partnership Project), 5GPP (5th Generation Partnership Project), LTE (Long Term Evolution), WiMAX (World Interoperability for Microwave Access), and Wi-Fi, Wireless LAN (Wireless Local Area Network), WAN (Wide Area Network), PAN (Personal Area Network), Internet, LAN (Local Area Network), RF (Radio Frequency), Bluetooth (Bluetooth) network, NFC (Near-Field Communication) network, satellite broadcasting network, analog broadcasting network, DMB (Digital Multimedia Broadcasting) networks, etc.

[0043]

[0035] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.

[0044]

[0036] Figure 1 and Figure 2 illustrate exploded perspective views of an integrated controller assembly 100 for a vehicle (not shown), in accordance with an exemplary embodiment of the present invention. The integrated controller assembly 100 includes a casing 102 in which a circuit board 104 is disposed. The casing 102 comprises an upper case 102 A and a bottom case 102B. The upper case 102 A is adapted to receive the circuit board 104 and cover a top side of the circuit board 104. In an embodiment, the upper case 102A is provided with one or more cap members 102C adapted to accommodate or house one or more components extruding from a base substrate 110 of the circuit board 104. The bottom case 102B is adapted to cover a bottom side of the base substrate 110. That is, the upper case 102A and the bottom case 102B enclose the circuit board 104 upon assembly. The bottom case 102B is attached to the upper case 102A using one or more mounting techniques known in the art, such as but not limited to adhesive bonding, fastening, welding or the like, to form the casing 102. A frame member 106 may be disposed between the upper case 102A and the bottom case 102B. The frame member 106 facilitates mounting of the upper case 102 A to the bottom case 102B. The casing 102 is adapted to be mounted onto the vehicle, using conventional mounting techniques known in the art, such as but not limited to adhesive bonding, fastening, welding or the like. In an embodiment, one or more mounting brackets 120 are mounted to the bottom case 102B. The one or more mounting brackets 120 facilitate mounting of the integrated controller assembly 100 to a body portion (not shown) or a frame portion (not shown) of the vehicle.

[0045]

[0037] The material of the casing 102 may be selected as per design considerations such as but not limited to strength, weight, manufacturability, etc. In an embodiment, the casing 102 is made from a metal or a metal alloy and manufactured using a moulding process. The casing 102 is adapted to provide protection to the circuit board 104 from external factors such as but not limited to an external electrical interference with components of the circuit board 104, impact from debris on a road surface, and prolonged exposure to direct radiation.

[0046]

[0038] The circuit board 104 serves as a medium to electrically connect multiple electronic components to one another in one or more circuits. The circuit board 104 comprises the base substrate 110 which accommodates the electronic components and conductive pathways (not shown) to establish connections between the electronic components. The electronic components may be mounted on a top surface of the base substrate 110, on a bottom surface of the base substrate 110, within layers of the base substrate 110 between the top surface and the bottom surface of the base substrate 110, or any combination of the same. In an embodiment, the multiple layers of the base substrate 110 are stitched using field vias, which helps in avoiding metal clad PCB and associated heat dissipation problems. Hence, the first set of electronic components can be placed on the same board as that of the second set of electronic components, as the heat dissipation problems associated with metal clad PCBs is mitigated. Thereby, the circuit board 104 enables miniaturization and organization of the one or more circuits, facilitating efficient and reliable operation of the electronic components.

[0047]

[0039] In an exemplary embodiment, the circuit board 104 is a Printed Circuit Board (PCB) wherein the conductive pathways are formed by a photolithography process on the base substrate 110. In the embodiment, the top surface and the bottom surface of the base substrate 110 may be composed of fiberglass and epoxy resin (for example, fiberglass reinforced epoxy laminate or FR4). In another exemplary embodiment, the circuit board 104 is a Multi-layer Printed Circuit Board (MLPCB) which incorporates multiple layers of conductive pathways stacked and interconnected to provide higher component density and functionality. In yet another exemplary embodiment, the circuit board 104 is a Flexible Printed Circuit (FPC) wherein the base substrate 110 is made of a flexible material such as polyimide, allowing for applications requiring bending or movement of the circuit board 104. In an embodiment, the base substrate 110 comprises a plurality of conductive layers (made of copper, aluminium, and the like) between the top surface and the bottom surface of the base substrate.

[0048]

[0040] The base substrate 110 of the circuit board 104 has a first predefined region 110A and a second predefined region HOB (as shown in Figure 1 and Figure 3). The first predefined region 110A is adjacent to the second predefined region HOB. The first predefined region 110A and the second predefined region HOB may correspond to regions that enclose a top surface and a bottom surface of the base substrate 110. The first predefined region 110A is adapted to accommodate a first set of electronic components 112, and the second predefined region is adapted to accommodate a second set of electronic components 114. The second set of electronic components 114 is operably connected to the first set of electronic components 112. The first predefined region 110A is configured as a power board region including power components, terminals and switching devices, and the second predefined region HOB is configured as a control board region including control elements to control various operations of the vehicle, as will be explained later.

[0049]

[0041] In an embodiment, an area of the first predefined region 110A is greater than an area of the second predefined region HOB. In a further embodiment, the first predefined region 110A occupies 60% of the space on the base substrate 110, and the second predefined region HOB occupies 40% of the space on the base substate 110.

[0050]

[0042] The integrated controller assembly 100 further comprises one or more thermal pads 118 disposed below the base substrate 110. The one or more thermal pads 118 are in thermal communication with at least the first predefined region 110A. As depicted by Figure 1 and Figure 2, the one or more thermal pads 118 are mounted to a bottom surface of the base substrate 110A at the first predefined region 110A. The one or more thermal pads 118 may be mounted below the bottom surface of the base substrate 110A through known mounting techniques in the art, such as but not limited to adhesive bonding, fastening, welding, and the like. In the embodiment, the one or more thermal pads 118 are in direct thermal communication with the first predefined region 110A. In an embodiment, the one or more thermal pads 118 are mounted on top of a mounting portion 108 provided on a top surface of the bottom plate 102B. The mounting portion 108 may be an extruded above other portions of the top surface of the bottom plate 102B. The one or more thermal pads 118 are configured to dissipate heat generated by the first set of electronic components 112. The one or more thermal pads 118 are integrated in the integrated controller assembly 100 by disposing the bottom case 102B of the casing 102 below the one or more thermal pads 118, thereby extending structural protection to the one or more thermal pads 118 from elements external to the vehicle.

[0051]

[0043] The one or more thermal pads 118 are designed to establish a low thermal resistance path directed away from the heat generated by the first set of electronic components 112 and the first predefined region 110A of the base substrate 110, for dissipating the heat generated by the first set of electronic components 112. The heat generated by the first set of electronic components 112 is conducted at the first predefined region 110A of the base substrate 110, which is then conducted by the one or more thermal pads 118, and further conducted or convected away from the one or more thermal pads 118 to another component of the integrated controller assembly 100 and / or the vehicle and / or an external environment of the vehicle.

[0052]

[0044] The one or more thermal pads 118 preferably have a large surface area to effectively dissipate the heat generated by the first set of electronic components 112. As shown in Figure 1 and Figure 2, in an embodiment, the one or more thermal pads 118 are rectangular plates. However, the shape and dimensions of the one or more thermal pads 118 may be suitably selected based on heat dissipation requirements of the integrated controller assembly 100. Across embodiments, the type of the one or more thermal pads 118 may be selected from one or more of silicone-based thermal pads, elastomeric thermal pads, graphite-based thermal pads, phase change material (PCM) thermal pads and the like, based on design considerations such as but not limited to thermal conductivity, ease of manufacturing and assembly, connectivity with other heat dissipation components, and the like.

[0053]

[0045] In an embodiment, the integrated controller assembly 100 comprises a heat sink 122 (shown in Figure 2) disposed below the one or more thermal pads 118. The heat sink 122 is in thermal communication with the one or more thermal pads 118. In an embodiment, the heat sink 122 is in direct thermal contact with the one or more thermal pads 118. The heat sink 122 is configured to convect heat away from the casing 102 of the integrated controller assembly 100 to an exterior surrounding of the vehicle. In an embodiment, the heat sink 122 is made of aluminium. However, material choice of the heat sink 122 can be varied as per the specific heat dissipation requirements of the integrated controller assembly 100. The specific design of the heat sink 122 may be configured to optimize heat dissipation performance within the constraints of the integrated controller assembly 100. In an embodiment, the heat sink 122 includes a fin arrangement and / or a coolant path arrangement.

[0054]

[0046] In the fin arrangement, a plurality of fins (not shown) made of a conductive material may be provided to increase overall surface area of heat exchange. The plurality of fins may be straight fins, pin fins, wavy fins, or the like, and the material of the plurality of fins may be selected from aluminium, copper, composites and the like, corresponding to heat dissipation requirements of the integrated controller assembly 100.

[0055]

[0047] In the coolant path arrangement, one or more tubes (not shown) made of a conducting material may be provided in thermal communication with the one or more thermal pads 118. The one or more tubes are provided to facilitate flow of a coolant therein, for exchanging heat from the one or more thermal pads 118 and dissipating the heat to a thermal energy reservoir such as the exterior ambient surrounding of the vehicle. The material of the one or more tubes (aluminium, copper etc.), shapes and dimensions of the one or more tubes, the coolant path, and the choice of the coolant (water-based fluids, glycol-based fluids, dielectric fluid etc.) may be suitably selected to meet the heat dissipation requirements of the integrated controller assembly 100.

[0056]

[0048] In an embodiment, the heat sink 112 is integrated with the bottom case 102B of the casing 102 (as shown in Figure 2). More particularly, the heat sink 112 is provided in a space within side walls of the bottom case 102B. By utilizing the existing space within the casing, this design minimizes the footprint of the integrated controller assembly 100. Furthermore, integration of the heat sink 112 within the bottom case 102B leads to reduction in overall weight of the integrated controller assembly 100 compared to a case where a separate heat sink is provided, which also translates to a reduction in gross vehicle weight (GVW). Additionally, material cost associated with the heat sink is reduced and ease of assembly of the integrated controller assembly 100 is enhanced, compared to a case where a separate heat sink may be provided.

[0057]

[0049] In an embodiment where the circuit board 104 is multi-layered (such as an MLPCB), the first predefined region 110A of the base substrate 110 comprises one or more vias (not shown). The one or more vias function as conductive pathways that vertically penetrate the base substrate 110, establishing electrical communication between the first set of electronic components 112 disposed on a top side (or the top surface) of the base substrate 110 with the first set of electronic components 112 disposed at a bottom side (or on the bottom surface) of the base substrate 110. In other words, the one or more vias communicably couple the first set of electronic components 112 disposed on the top side (or the top surface) of the base substrate 110 with the first set of electronic components 112 disposed at the bottom side (or on the bottom surface) of the base substrate 110. The specific type of the one or more vias can be selected from through-hole vias, blind vias, buried vias, or a combination thereof, each offering varying design considerations for signal routing within the multi-layered structure of the circuit board 104. In an embodiment, the one or more vias are through-hole vias.

[0058]

[0050] The one or more vias facilitate a compact integration of the first set of electronic components 112 in the integrated controller assembly 100, while maintaining efficient electrical connectivity. The one or more vias enable spacesaving by allowing for placement of the first set of electronic components 112 on both sides of the base substrate 110, maximizing the space utilization in the first predefined region 110A. The one or more vias provide for improved signal routing compared to traditional surface connectivity, potentially minimizing signal integrity issues and optimizing electrical performance within the integrated controller assembly 100. Furthermore, the use of one or more vias leads to design flexibility by allowing for more intricate circuit layouts involving the first set of electronic components 112 within the available space of the first predefined region 110A.

[0059]

[0051] In a further embodiment, the one or more vias are filled with a non- conductive paste for enhancing mechanical strength of the circuit board 104. That is, the non-conductive paste acts as a filler material, reinforcing the structure of the one or more vias and the circuit board 104. This is beneficial in maintaining the integrity of the circuit board 104 that is subjected to mechanical stress and vibration loads transmitted through the vehicle. In exemplary embodiments, the non- conductive paste may be selected from epoxy-based pastes, silicone-based pastes, ceramic pastes, and the like. The specific type of the non-conductive paste may be suitably selected based on design considerations such as but not limited to thermal conductivity and compatibility with the material of the base substrate 110.

[0060]

[0052] While the one or more vias are filled with the non-conductive paste to enhance mechanical strength of the circuit board 104, the surrounding conductive layers (for example, copper layers or aluminium layers) of the circuit board 104 ensure uninterrupted electrical connectivity between the first set of electronic components 112 disposed on the top side (or the top surface) of the base substrate 110 and the first set of electronic components 112 disposed at the bottom side (or on the bottom surface) of the base substrate 110. The conductive layers dissipate heat to the one or more thermal pads 118, and the one or more thermal pads 118 conduct heat away to bring about thermal management of the integrated controller assembly 100.

[0061]

[0053] In an embodiment where the circuit board 104 is multi-layered (such as an MLPCB), the second predefined region 110B of the base substrate 110 may also be provided with one or more vias (not shown). These one or more vias vertically penetrate the base substrate 110 and function as conductive pathways for establishing electrical communication between the second set of electronic components 114 disposed on the top side (or the top surface) of the base substrate 110 with the second set of electronic components 114 disposed at the bottom side (or the bottom surface) of the base substrate 110. The specific type of the one or more vias can be selected from through-hole vias, blind vias, buried vias, or a combination thereof, each offering varying design considerations for signal routing within the multi-layered structure of the circuit board 104. In an embodiment, the one or more vias are through-hole vias. These one or more vias facilitate a compact integration of the second set of electronic components 114 in the integrated controller assembly 100, enabling space-saving by allowing for placement of the second set of electronic components 114 on both sides of the base substrate 110, maximizing space utilization in the second predefined region HOB.

[0062]

[0054] Figure 3 is a perspective view of a circuit board of the integrated controller assembly, in accordance with an exemplary embodiment of the present invention. Referring to Figure 3, the first predefined region 110A is the power board region on the base substrate 110 which accommodates a plurality of power terminals. In an embodiment, the first predefined region 110A comprises first terminals 124 connected to a battery pack 128 (shown in Figure 5) disposed in the vehicle, and second terminals 126 connected to a motor 134 (shown in Figure 5) disposed in the vehicle. Particularly, the first terminals 124 act as power input / output (VO) terminals and are configured to facilitate electrical communication of one or more elements of the first set of electronic components 112 with the battery pack 128, through electrical communication means such as but not limited to conducting wires. The second terminals 126 act as power input / output (VO) terminals and are configured to facilitate electrical communication of one or more elements of the first set of electronic components 112 with the motor 134, through electrical communication means such as but not limited to conducting wires.

[0063]

[0055] The battery pack 128 is primarily configured to supply power to operate the motor 134 and one or more electronic and electrical components of the vehicle and the integrated controller assembly 100. The battery pack 128 can include a plurality of cells in a series configuration, a parallel configuration, or a series -parallel configuration that cooperatively make up the battery pack 128. In an embodiment, the battery pack 128 is rechargeable. Across embodiments, the battery pack 128 can be an aluminium ion battery, a carbon battery, a lead-acid battery, a lithium-ion battery, a lithium-polymer battery, a nickel hydrogen battery, a nickel metal hydride battery, a rechargeable fuel battery, a rechargeable alkaline battery, and / or any other suitable battery utilizing other suitable chemistry for the storage and release of electrical energy. Furthermore, additionally or alternatively, the battery pack 128 can include capacitive energy storage units such as capacitors, supercapacitors and the like that facilitate storage and release of electrical energy in a controllable manner.

[0064]

[0056] Across embodiments, the motor 134 can be a primary prime mover, a secondary prime mover, or an auxiliary prime mover disposed in the vehicle. In a preferred embodiment, the motor 134 is a primary prime mover. The motor 134 is configured to provide propulsive force for propelling the vehicle. In an embodiment, the motor 134 is one of a Brushless DC Motor (BLDC), a Permanent Magnet Synchronous Motor (PMSM) and a Switched Reluctance Motor (SRM). However, the type of the motor 134 is not limited thereto and may be suitably selected as per design considerations such as size and weight of the motor 134, power requirements of the vehicle, and the like.

[0065]

[0057] Figure 4 is a block diagram of the integrated controller assembly 100, in accordance with an exemplary embodiment of the present invention. Referring to Figure 4 in conjunction with Figure 3, the first set of electronic components 112 accommodated in the first predefined region 110A is selected from a group comprising relays 112A, Metal Oxide Semiconductor Field Effect Transistors (MOSFETs) 112B, voltage regulators 112C and link capacitors 112D.

[0066]

[0058] The relays 112A are electrically operated switches, comprising a set of input terminals (not shown) for receiving one or more signals, and a set of operating contact terminals used to open or close a circuit. In an exemplary embodiment, one or more of the relays 112A are electromechanical switches each comprising a coil (not shown) that controls the set of operating contact terminals corresponding to a voltage applied across ends of the coil. The relays 112A are used for high-current switching applications, such as switching a power supply from the battery pack 128 to the motor 134 (refer Figure 5). Across embodiments, the relays 112A can be one or more of solid state relays, reed relays, distance relays, safety relays, thermal relays, latching relays, and / or any other type of suitable relay based on requirement.

[0059] The MOSFETs 112B are voltage-controlled devices, with each MOSFET 112B having a source terminal (not shown), a drain terminal (not shown) and a gate terminal (not shown). In each MOSFET 112B, applying a voltage to the corresponding gate terminal allows current to flow between the corresponding source and drain terminals. The MOSFETs 112B are preferred over conventional electromechanical relays for low power switching operations owing to faster switching speeds and smaller size. The MOSFETs 112B are used for controlling an illumination system 138 of the vehicle comprising one or more illumination units 140 (shown in Figure 5) (includes headlights, tail lamps, cornering lights, warning lights etc.), one or more sensors 130B disposed in the vehicle, and other electrical and electronic components in the vehicle requiring low power switching.

[0067]

[0060] The voltage regulators 112C operate to manage electrical power in the integrated controller assembly. In an embodiment, the voltage regulators 112C are DC-DC converters. In the embodiment, the voltage regulators 112C transform a DC voltage from one level to another, to allow for efficient utilization of the available power from the battery pack 128. The voltage regulators 112C may comprise one or more buck converters and / or one or more boost converters and / or one or more buck-boost converters. The one or more buck converters function to step down a DC voltage from a higher level to a lower level. The one or more boost converters function to step up a DC voltage from a lower level to a higher level. The one or more buck-boost converters offer greater versatility compared to the one or more buck converters and the one or more boost converters. The one or more buck-boost converters can both step up and step down the voltage. The type and circuit configuration of the DC-DC converters may be suitably selected to meet power requirements of the vehicle and the integrated controller assembly 100. In an embodiment, 48 V DC voltage output from the battery pack 128 is stepped down to 12 V DC output by the voltage regulators 112C and provided to the second set of electronic components 114 and auxiliary loads in the vehicle.

[0068]

[0061] In the voltage regulators 112C, an ideal output voltage would be perfectly smooth and at a constant level. However, due to switching involved in the DC-DC conversion process, unwanted fluctuations termed as voltage ripple can be introduced in the output voltage. This ripple can be detrimental to sensitive electronic components on the circuit board 104 and disposed elsewhere in the vehicle, as it can cause variations in power delivery to the electronic components. Likewise, torque ripple can occur in the motor 134 communicably coupled to the DC-DC converters. The torque ripple arises due to pulsating nature of the power delivered to the motor 134, potentially leading to uneven torque output from the motor 134. The link capacitors 112D are adapted to alleviate the voltage ripple associated with the voltage regulators 112C, particularly to alleviate the voltage ripple associated with output voltages from the voltage regulators 112C. The link capacitors 112D are placed between the first power terminals 124 (i.e., the battery power terminals) and the second power terminals 126 (i.e., the motor power terminals). Further, the link capacitors 112D are preferably disposed proximate to the output terminals (not shown) of the voltage regulators 112C. During switching cycles involved in the DC-DC voltage conversion process facilitated by the voltage regulators 112C, the link capacitors 112D absorb and release optimal energy to smooth out output voltage fluctuations of the voltage regulators 112C and provide a more stable DC output. This reduction in voltage ripple translates to smoother power delivery, minimizing potential disruptions to the sensitive electronic components and improving overall performance of the integrated controller assembly 100. Consequently, the reduction in voltage ripple also translates to a reduction in torque ripple, leading to smoother operation of the motor and a smoother propulsion / drive of the vehicle.

[0069]

[0062] The second predefined region HOB is the control board region comprising the second set of electronic components 114. The second set of electronic components includes at least one of: at least one control unit 114C, one or more connectors 116, one or more communication ports (not shown) and one or more driver units (not shown).

[0070]

[0063] The at least one control unit 114C is capable of executing machine executable instructions to perform the functions described herein. In some embodiments, a memory unit may be in communication with the control unit 114C, the memory unit being capable of storing machine executable instructions. Further, the control unit 114C is in communication with components such as a preprocessing module and an analytic module. In another embodiment, the control unit 114C is embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 114C is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In yet another embodiment, the control unit 114C is configured to execute hard-coded functionality. In still another embodiment, the control unit 114C is embodied as an executor of instructions, where the instructions are specifically configured to the control unit 114C to perform the steps or operations described herein.

[0071]

[0064] Figure 5 is a block diagram illustrating connectivity between the integrated controller assembly 100 and various components of the vehicle, in accordance with an exemplary embodiment of the present invention. In Figure 5, high-voltage wiring harnesses are depicted as thicker lines. Referring Figure 5 in conjunction with Figure 3, the high-voltage wiring harnesses are provided between the first power terminals 124 and the battery pack 128 and between the second power terminals 126 and the battery pack 128. Low-voltage wiring harnesses are depicted as thinner lines. The low-voltage wiring harnesses are connected to low-voltage components such as the illumination system 138, the at least one control unit 114C, an indicator device 144 and the like. The high-voltage wiring harnesses and the low-voltage wiring harnesses may be routed through a chassis member (not shown) of the vehicle.

[0072]

[0065] Referring to Figure 5, the at least one control unit 114C is configured to receive one or more inputs from one or more input devices 130. In an embodiment, the one or more input devices 130 comprises switches (such as but not limited to a brake switch, an ignition switch, a start switch, a kill switch) and sensors (such as but not limited to a throttle sensor or an acceleration sensor, a side stand sensor, a brake position sensor, and the like). In an embodiment, the one or more input devices 130 may comprise of one or more user input devices 130A configured to receive inputs from a user (such as a rider, a driver, a passenger or an occupant of the vehicle) and one or more sensors 130B disposed in the vehicle, the one or more sensors 130B being configured to procure at least an information associated with operating parameters of the vehicle. The one or more user input devices 130A may be provided in an instrument cluster (not shown) accessible to a rider of the vehicle. The instrument cluster is adapted to indicate or display essential information about the vehicle to the rider.

[0073]

[0066] The at least one control unit 114C is communicably coupled to the one or more connectors 116 (shown in Figures 3-5). The one or more connectors 116 relay signals from the one or more user input devices 130A and the one or more sensors 130B to the second set of electronic components 114. In an exemplary embodiment, the one or more connectors 116 relay signals from the one or more user input devices 130A and the one or more sensors 130B to the at least one control unit 114C of the integrated control assembly. In an embodiment, the one or more connectors 116 act as interfaces between the control unit 114C and the first set of electronic components 112 (i.e., one or more of the relays 112A, the MOSFETs 112B, the voltage regulators 112C and the link capacitors 112D). In an exemplary embodiment, the one or more connectors 116 comprise 32-pin connectors facilitating Controller Area Network (CAN) communication.

[0074]

[0067] The at least one control unit 114C is configured to process the received one or more inputs. The processing by the control unit 114C involves analysing and interpreting the raw input signals (i.e., the one or more inputs) to extract meaningful data. Based on the interpreted data, the control unit 114C controls various vehicle operations. The control unit 114C is configured to control operation of the one or more driver units such as motor drivers (not shown) associated with the motor 134, sensor interface units (not shown) associated with the one or more sensors 130B, illumination drivers (not shown) adapted to regulate brightness, frequency of blinking, colour of illumination and the like of the one or more illumination units 140, and the like.

[0075]

[0068] Corresponding to the processing of the one or more inputs, the at least one control unit 114C is configured to control at least one of: an operation of the first set of electronic components 112; a power input or a power output associated with the motor 134 disposed in the vehicle; a power input or a power output associated with the battery pack 128 disposed in the vehicle; an illumination of the one or more illumination units 140 disposed in the vehicle; and collection of vehicle related data from the one or more sensors 130B disposed in the vehicle, processing of the vehicle related data to generate control signals indicative of at least one of operating parameters of the vehicle and a malfunction in the vehicle, and transmission of the control signals to a server over a communication network to facilitate vehicle diagnostics. In a preferred embodiment, the at least one control unit 114C is configured to control a plurality of the aforesaid operations and / or functions. In a further preferred embodiment, the at least one control unit 114C is configured to configure each of the aforesaid operations and / or functions.

[0076]

[0069] The at least one control unit 114C of the second set of electronic components 114 is configured to receive one or more inputs from the one or more input devices 130, process the received one or more inputs, and provide one or more outputs activating one or more components of the first set of electronic components 112. The at least one control unit 114C is configured to generate one or more outputs for operating the vehicle in response to the processing of the one or more inputs. The one or more outputs for operating the vehicle comprises controlling an operatiovehicle andst set of electronic components 112, controlling a power input or a power output associated with the motor 134 disposed in the vehicle, controlling a power input or a power output associated with the battery pack 128 disposed in the vehicle, and controlling an illumination of the one or more illumination units 140 disposed in the vehicle. The one or more outputs for operating the vehicle further comprises performing collection of vehicle related data from the one or more sensors 130B disposed in the vehicle, processing of the vehicle related data to generate the control signals indicative of at least one of the operating parameters of the vehicle and a malfunction in the vehicle, and transmission of the control signals to a server over a communication network to facilitate vehicle diagnostics.

[0070] In an embodiment, the at least one control unit 114C is configured to receive data from the one or more input devices 130 disposed in the vehicle. In this context, the term “data” pertains to electronically transmitted and processed information that provides a representation of aspects of at least one of the vehicle’s operations and the vehicle’s environment. The data received from the one or more input devices 130 comprises at least one of: user input data, i.e., user input signals received from the one or more user input devices 130A (such as switches and regulators), and sensory data comprising at least one of information pertaining to vehicle operating parameters (such as vehicle speed, vehicle braking, temperature of the prime mover etc.) and information pertaining to ambient surroundings of the vehicle (such as ambient temperature, ambient pressure, ambient humidity etc.) received from the one or more sensors 130B disposed in the vehicle. Based on the data received from the one or more input devices 130, the at least one control unit 114C is configured to control operations of each of the first set of electronic components 112, the one or more illumination units 140 and the motor 134.

[0077]

[0071] In an embodiment, the at least one control unit 114C is adapted to control the operation of the first set of electronic components 112 corresponding to the processing of the one or more inputs received from the one or more input devices 130. More particularly, based on the processing of the one or more inputs, the at least one control unit 114C regulates operation of the relays 112A, the MOSFETs 112B, the voltage regulators 112C and the link capacitors 112D. For example, the at least one control unit 114C operates the relays 112A to close a circuit connected between the battery pack 128 and the motor 134 to operate the motor to propel the vehicle, in response to an input to drive the vehicle 130 provided by the user through one of the one or more user input devices 130A (in this case, a vehicle starter switch). Further, the at least one control unit 114C operates the voltage regulators 112C to suitably step up or step down a DC output voltage from the battery pack 128 to a level suitable for initiating operation or starting of the motor 134. The at least one control unit 114 may also be configured to detect any voltage ripple from the voltage regulators 114C and correspondingly activate the link capacitors 114D to alleviate the voltage ripple. As a further example, in response to an input to activate illumination of the one or more illumination units 140, which can either be provided by the one or more user input devices 130B (such as lighting switches) or by the one or more sensors 130B (for example, during vehicle cornering detection), the at least one control unit 114C operates the MOSFETs 112B to close a circuit connected between the battery pack 128 and the one or more illumination units 140 to activate or turn ON the one or more illumination units 140.

[0078]

[0072] In an embodiment, the at least one control unit 114C is adapted to control a power input or a power output associated with the motor 134 disposed in the vehicle, corresponding to the processing of the one or more inputs received from the one or more input devices 130. The at least one control unit 114C is communicably coupled with the motor 134 using one or more conventional communication techniques known in the art. The adaptation of the at least one control unit 114C to control the power input or the power output associated with the motor 134 depends on a mode of operation of the motor 134. In an embodiment, the motor 134 is operable in a first mode and in a second mode. The first mode corresponds to a motoring mode in which the motor 134 is adapted to receive electrical power from the battery pack 128 (i.e., the power input associated with the motor 134 and the power output / discharging associated with the battery pack 128) and convert the received electrical power to mechanical energy for propelling the vehicle. The second mode corresponds to a generating mode in which the motor 134 is adapted to receive mechanical energy resulting from braking or deceleration of the vehicle and convert the received mechanical energy to electrical energy (i.e., the power output associated with the motor 134) for charging the battery pack 128 (i.e., the power input / charging associated with the battery pack 128). The first mode and the second mode of operation of the motor 134 may be automatically selected by the at least one control unit 114C corresponding to one or more inputs received from one or more user input devices 130A, such as an acceleration control device (not shown) and a brake lever (not shown).

[0073] In an embodiment, the present invention utilizes an inverter circuit configuration including the MOSFETs 112B to manage the first mode (the motoring mode) and the second mode (the regenerative mode) of the motor 134. This configuration offers control over speed and direction of rotation of an output shaft (not shown) of the motor 134. The MOSFETs 112B act as core switching elements in this inverter circuit. By regulating the gate voltage of each MOSFET 112B, flow of current through windings (not shown) of the motor 134 is regulated. During the first mode (the motoring mode) operation, the at least one control unit 114C switches the MOSFETs 112B in a specific sequence (or a switching pattern), which eventually determines the speed and the direction of the output shaft of the motor 134. Specifically, by controlling ON / OFF states of the MOSFETs 112B, the at least one control unit 114C regulates the current flow through the motor windings, generating a desired magnetic field to cause the output shaft to rotate in a specific direction and at a particular speed to propel the vehicle.

[0079]

[0074] During the second mode (the regenerative mode) operation, when braking or deceleration of the vehicle is engaged, the at least one control unit 114C switches the MOSFETs in a different sequence (or a different switching pattern) so as to reverse the direction of current flow through the windings of the motor 134. This effectively reverses the direction of the magnetic field associated with the windings, leading to a reversal of current flow. This reversal of the direction of magnetic field causes the output shaft of the motor 134 to rotate in a direction opposite to the direction of rotation in the motoring mode. Consequently, this reversal in direction of rotation of the output shaft of the motor 134 captures the kinetic energy resulting from braking or deceleration of the vehicle and converts the kinetic energy into electrical energy, which can be used for charging the battery pack 128 and / or to power one or more electrical components in the vehicle.

[0080]

[0075] In an embodiment, the at least one control unit 114C is adapted to control the power input or the power output associated with the battery pack 128 disposed in the vehicle, corresponding to the processing of the one or more inputs received from the one or more input devices 130. The at least one control unit 114C is communicably coupled with the battery pack 128 using one or more conventional communication techniques known in the art. During a charging operation of the battery pack 128, the at least one control unit 114C is configured to detect a charging event (i.e., connection of the battery pack 128 to a battery charging station or a power source and flow of current into the battery pack 128) and upon detection of the charging event, regulate or control the power input provided to the battery pack 128. Likewise, during a discharging operation of the battery pack 128, the at least one control unit 114C is configured to detect a discharging event (i.e., flow of current out of the battery pack 128) and upon detection of the discharging event, regulate or control the power output from the battery pack 128.

[0081]

[0076] In the embodiment, the at least one control unit 114C is adapted to monitor and manage charging and discharging of the battery pack 128 based on the one or more inputs received by the at least one control unit 114C. The one or more inputs comprise at least one of a signal indicative of a state of the battery pack 128, and a signal indicative of operating conditions of the vehicle. The one or more inputs may further include external control signals from a user and / or the battery charging station. The signal indicative of the state of the battery pack 128 comprises at least one of temperature of the battery pack 128, voltage across terminals (not shown) of the battery pack 128, and a current flowing through the battery pack 128. The signal indicative of the state of the battery pack 128 may further include a State of Charge (SoC) of the battery pack 128, and a State of Health (SoH) or a degradation status of the battery pack 128. The information indicative of operating conditions of the vehicle comprises a speed of the vehicle, an acceleration of the vehicle, and a braking or a deceleration condition of the vehicle. The operating conditions of the vehicle primarily influence the discharging of the battery pack 128.

[0082]

[0077] In an embodiment, the adaptation of the at least one control unit 114C to control the power input or the power output associated with the battery pack 128 depends on the mode of operation of the motor 134. During the first mode (the motoring mode) of operation of the motor 134, the at least one control unit 114C regulates the power output of the battery pack 128 (i.e., the power input to the motor 134) for discharging of the battery pack 128. During the second mode (the regenerative mode) of operation of the motor 134, the at least one control unit 114C regulates the power input of the battery pack 128 (i.e., the power output of the motor 134) for charging of the battery pack 128.

[0083]

[0078] In an embodiment, the at least one control unit 114C is adapted to control illumination of the one or more illumination units 140 disposed in the vehicle, corresponding to the processing of the one or more inputs received from the one or more input devices 130. For example, initiation of a turn signal switch (not shown) of the one or more user input devices 130A connected to one or more turn signal lamps (TSL) (that form part of the one or more illumination units 140) triggers one or more of the MOSFETs 112B to activate the one or more turn signal lamps at a first predefined frequency. Similarly, initiation of a hazard switch of the one or more user input devices 130A connected to the one or more turn signal lamps triggers one or more of the MOSFETs to activate the one or more turn signal lamps at a second predefined frequency. The second predefined frequency may be different from the first predefined frequency.

[0084]

[0079] In a further embodiment, the at least one control unit 114C is configured to control glowing of the one or more illumination units 140 in a desired sequence in response to a corresponding user input from the one or more user devices 130A or corresponding to inputs from the one or more sensors 130B. The at least one control unit 114C is further configured to activate the one or more illumination units 140 for various functions. For example, the at least one control unit 114C is configured to trigger a “find me” function upon parking the vehicle, which corresponds to illumination of headlights (that form part of the one or more illumination units 140) in the way of a user to his / her home or any other place of interest. As another example, the at least one control unit 114C is configured to trigger a “cornering illumination” function to activate the one or more illumination units 140 corresponding to a cornering of the vehicle on a road surface. As yet another example, the at least control unit 114C is configured to trigger a “light show” function that corresponds to at least one of: selectively activating and deactivating the one or more illumination units 140 in one or more predefined patterns, selectively varying a wavelength of illumination of the one or more illumination units 140 in one or more predefined patterns, and selectively controlling a blinking frequency or frequency of activation of the one or more illumination units 140 in one or more predefined patterns. As still another example, the at least one control unit 114C is configured to trigger a “warning light” function to activate the one or more illumination units 140 in response to a malfunction of the vehicle or its components, an accident of the vehicle or any abnormal behaviour of the vehicle. However, it must be appreciated that aforementioned functions are exemplary in nature and the at least one control unit 114C may be suitably configured to activate the one or more illumination units 140 for various other functions not recited herein.

[0080] In an embodiment, corresponding to the processing of the one or more inputs by the at least one control unit 114C, the at least one control unit 114C is configured to control the collection of vehicle related data from the one or more sensors 130B disposed in the vehicle. The vehicle related data comprises information indicative of one or more of a speed of the vehicle, rotations per minute of an output shaft of a prime mover (the motor 134 and / or an engine) of the vehicle, temperature of the prime mover, voltage across the terminals of the battery pack 128, a steering angle of the vehicle, status of fastening of a seat belt or an occupant securing device (not shown) of the vehicle, status of health and operation of various components of the vehicle (such as the one or more illumination units 140), and the like. Upon receiving the vehicle related data, the at least one control unit 114C controls or oversees processing of the vehicle related data to generate control signals (or Diagnostic Trouble Codes (DTCs)) indicative of operating parameters of the vehicle and / or a malfunction in the vehicle. The vehicle operating parameters include powertrain parameters such as but not limited to rotations per minute of the output shaft of the prime mover, vehicle speed, steering angle, seatbelt fastening status, and status of health and operation of various components of the vehicle. Malfunction in the vehicle corresponds to an anomaly or departure from the vehicle’s expected operating parameters. The at least one control unit 114C may be configured to classify an anomaly as a malfunction if that anomaly deviates beyond a predefined value or a behaviour from the expected normal. For example, the anomaly or malfunction may correspond to an operational anomaly of indicator switches (not shown) in the vehicle, control switches (not shown) in the vehicle, the one or more illumination units 140 in the vehicle, and the like. The control signals may further be indicative of an accident (such as a collision of the vehicle with another vehicle or a subject or an object). The at least one control unit 114C controls transmission of the control signals over a communication network (not shown) to facilitate vehicle diagnostics. The at least one control unit 114C is communicably coupled to the one or more communication ports of the second set of electronic components to establish communication with a diagnostics manager (not shown) over the communication network, to facilitate vehicle diagnostics. Based on the control signals, the diagnostic manager may undertake root cause analysis and / or a corrective action to rectify anomalies or malfunctions in the vehicle. The at least one control unit 114C may also be configured to display malfunction or anomaly data in the indicator device 144. Thereby, in the present embodiment, the at least one control unit 114C enables telematic monitoring of the vehicle.

[0085]

[0081] The at least one control unit 114C is communicatively connected to at least one of the voltage regulators 112C. In an embodiment, the at least one control unit 114C is configured to regulate operation of the at least one of the volage regulators 112C based on the one or more inputs received from the one or more input devices 130. In an embodiment, the at least one control unit 114C receives the one or more inputs from the one or more user input devices 130A, such as a mode selection switch (not shown) for selection between modes such as a high-performance motoring mode, a low-performance motoring mode, a cruise control mode, a hillhold assist mode and the like; a boost mode switch to enhance the power output of the motor 134 and thereby the performance of the vehicle; a throttle regulator or the acceleration control device to regulate the power output of the motor 134 and the like. The corresponding one or more inputs are transmitted from the one or more input devices 130 to the at least one control unit 114C, processed by the at least one control unit 114C and transmitted from the at least one control unit 114C to the voltage regulators 112C, through the one or more connectors 116. The one or more connectors 116 may be copper or conductive tracks laid on the circuit board 104 for interfacing the second set of electronic components 114 with the first set of electronic components 112, as well as for interfacing components of the second set of electronic components 114 with one another. The voltage regulators 112C then regulate the power output (or voltage output) from the battery pack 128 corresponding to the processing of the one or more inputs by the at least one control unit 114C. The power output of the battery pack 128 is provided as an input to drive the motor 134 for propelling the vehicle.

[0086]

[0082] In an embodiment, the one or more inputs transmitted by the at least one control unit 114C to the voltage regulators 112C may correspond to or may be derived from the power output of the motor 134 of the vehicle. That is, in the embodiment, the output from the voltage regulators 112C is configured as a function of the power output of the motor 134 by the at least one control unit 114C.

[0083] In case of the regenerative mode of operation of the motor 134, the one or more inputs are received from braking switches (not shown) and / or deceleration sensors (not shown) of the one or more sensors 130B and / or a braking lever of the one or more user input devise 130A. The corresponding one or more inputs are transmitted from the one or more input devices 130 to the at least one control unit 114C, processed by the at least one control unit 114C and transmitted from the at least one control unit 114C to the voltage regulators 112C, through the one or more connectors 116. The voltage regulators 112C being communicably connected to the motor 134 then regulate the power output (or voltage output) from the motor 134 corresponding to the one or more inputs. The power output of the motor 134 is provided as an input for charging the battery pack 128. In an embodiment, the at least one control unit 114C is communicably connected to the indicator device 144. The indicator device 144 may be disposed in the instrument cluster of the vehicle. The indicator device 144 is adapted to indicate information pertaining to an operation of the motor 134 to a user. The information pertaining to the operation of the motor 134 may include a speed of rotation of the output shaft of the motor 134 (in rpm), mode of operation of the motor 134, the power input and the power output associated with the motor 134, and the like. Across exemplary embodiments, the indicator device 144 may be embodied as a visual device (i.e., a display device), an audio device, an audio-visual device, a haptic feedback device, or any combination of the same. Across embodiments, the indicator device 144 may be embodied as an analog device, a digital device, or a combination of both.

[0087]

[0084] In an embodiment, the at least one control unit 114C is configured to regulate over-the-air (OTA) software update associated with an operating system of the instrument cluster of the vehicle, the one or more drivers, and the like. The at least one control unit 114C is configured to schedule when the OTA software update shall be active based on an operating state of the vehicle and a usage pattern of the vehicle. In an embodiment, in case of keyless accessibility of the vehicle, the at least one control unit 114C governs vehicle access by communication with a telematics control unit (TCU) and the instrument cluster for wake up with improved response time and minimized transmission losses.

[0088]

[0085] In an embodiment, the integrated controller assembly 100 incorporates functionalities of a Battery Management System (BMS). This integrated approach offers comprehensive battery management capabilities within the integrated controller assembly 100. In the embodiment, the at least one control unit 114C is configured to monitor various battery health parameters of the battery pack 128, including voltage, current, pressure and temperature of cells (not shown) of the battery pack 128 in real-time. This real-time data monitoring provides insights into the health of the battery pack 128 and performance of the battery pack 128. The at least one control unit 114C of the integrated controller assembly 100 processes comprehensive battery related information including State of Charge (SoC), State of Health (SoH), and permissible charging and discharging rates of the battery pack 128. Based on the processing, the at least one control unit 114c can optimize various aspects of battery operation. The optimization may involve dynamically adjusting power delivery from the battery pack 128, regulating charging and / or discharging profiles of the battery pack 128, or implementing other control strategies to ensure battery longevity, safe operation and efficient vehicle performance.

[0089]

[0086] The claimed invention as disclosed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspects of the integrated controller assembly dispense the need for multiple ECUs (such as dedicated motor control unit, vehicle control unit, light control module, battery management system, telematics control unit and the like) to control various operations associated with the vehicle, by integrating multiple control functionalities in a single circuit board. Thus, the integrated controller assembly of the present invention leads to a lower part count in the vehicle, which translates to lower gross vehicle weight (GVW). Further, the combination of logical operations of multiple PCBs removes deadweight associated with multiple heat sinks and heat dissipative fins for cooling the multiple PCBs, leading to a further reduction in the gross vehicle weight. That is, the integrated controller assembly of the present invention utilizes common heat dissipation parts such as the one or more thermal pads, the heat sink and the casing.

[0090]

[0087] Further, the integrated controller assembly of the present invention reduces the number and the complexity of wiring harnesses associated with multiple ECUs as in case of prior art, making the management of vehicle electronics simpler and easier. Reduction in the complexity and number of wiring harnesses translates to reduced electrical transmission losses. Further, reliability of the integrated controller assembly is improved. Furthermore, since the present invention requires a single circuit board for controlling a multitude of vehicle functions, overall manufacturing time, assembly time, and the associated costs are reduced.

[0091]

[0088] The circuit board of the present invention comprising the power board region and the control board region seamlessly integrates control and power delivery within the vehicle electronics architecture. The circuit board of the present invention adopts a more centralized architecture for communication and control compared to multiple ECUs in case of the prior art, leading to faster response times and reduced processing demands of the at least one control unit accommodated in the circuit board. Further, the more centralized architecture of the circuit board of the present invention leads to a reduction in communication losses between the electrical and electronic components. Therefore, the integrated controller assembly of the present invention accounts for better serviceability of the electronic components as compared to prior art, in addition to improvement in reliability owing to lesser number of components as compared to prior art. Additionally, reduction in the part count as compared to prior art makes the logistics associated with procurement, inventory management and assembly simpler and easier. Further, change management becomes easier due to reliance on a lesser number of suppliers or a single supplier for the integrated controller assembly, which is highly desirable for a procurer or a vehicle manufacturer.

[0092]

[0089] Further, the layout of the circuit board of the present invention, particularly the division of the first predefined region (the power board region) and the second predefined region (the control board region) as described herein leads to about 60% space optimization in the integrated controller assembly. Additionally, the integrated controller assembly of the present invention enables packaging of multiple components in the size of a conventional motor controller. In addition to space optimization, the integrated controller assembly of the present invention accounts for a significant weight reduction as compared to conventional vehicle control systems. The weight reduction can be approximately 1 kg. Consequently, performance and range of the vehicle is enhanced.

[0093]

[0090] The present invention further dispenses the need for stacking multiple PCBs. As such, issues such as loosening or vibrational breakage of wires or connectors used for integrating such stacked PCBs is avoided. Owing to a single circuit board to control multiple vehicle operations, the integrated controller assembly of the present invention requires lesser number of fastening members as compared to prior art, which helps in maintaining the strength and structural integrity of the integrated controller assembly.

[0094]

[0091] Further, since the present invention dispenses the need for stacking of multiple PCBs, the number of localized heating zones in the integrated controller assembly is reduced. Furthermore, the one or more thermal pads and the heat sink function to effectively dissipate heat generated by the first set of electronic components away from the integrated controller assembly. Correspondingly, damage to the control elements of the integrated controller assembly is avoided, which translates to lesser vehicle malfunctions and enhances safety. Further, in case of the present invention, since gappers or spacers are not required as stacking of PCBs is dispensed, occurrence of localized stress zones within the integrated controller assembly is reduced, which translates to improved durability of the assembly.

[0095]

[0092] Further, in conventional art, the vehicle control unit and the motor control unit had designated heat sinks but there was no heat sink provided to the voltage regulators (such as the DC-DC converters). Whereas, in case of the present invention, the heat sink is provided in thermal communication with the one or more thermal pads and the first predefined region which accommodates the voltage regulators. Thereby, the present invention alleviates adverse effects on the performance of the control components and other electrical loads in the vehicle arising out of heating of the voltage regulators.

[0096]

[0093] In the present invention, the multiple layers of the base substrate are stitched using field vias, which helps in avoiding metal clad PCB and associated heat dissipation problems. Hence, the first set of electronic components can be placed on the same board as that of the second set of electronic components, as the heat dissipation problems associated with metal clad PCBs is mitigated. Stitching of the layers of the base substrate using field vias leads to improved heat dissipation as compared to metal clad PCBs in conventional art.

[0097]

[0094] Further, the one or more vias in the circuit board facilitate compact integration of the first set of electronic components in the integrated controller assembly, while maintaining efficient electrical connectivity. The one or more vias enable space-saving by allowing for placement of the first set of electronic components on both sides of the base substrate, maximizing the space utilization in the first predefined region. The one or more vias provided for improved signal routing compared to traditional surface connectivity, potentially minimizing signal integrity issues and optimizing electrical performance within the integrated controller assembly. Furthermore, the use of one or more vias leads to design flexibility by allowing for more intricate circuit layouts involving the first set of electronic components within the available space of the first predefined region.

[0098]

[0095] Further, filling of the one or more vias with the non-conductive paste assists in reinforcing of the circuit board. This is beneficial in improving the integrity and the durability of the circuit board that could be subjected to mechanical stresses and vibration loads transmitted through the vehicle. While the one or more vias are filled with the non-conductive paste to enhance mechanical strength of the circuit board, the surrounding conductive layers of the circuit board ensure uninterrupted electrical connectivity between the first set of electronic components disposed on the top side of the base substrate and the first set of electronic components disposed on the bottom side of the base substrate.

[0099]

[0096] Further, unlike voltage regulators (DC-DC converters) in the conventional art, the voltage regulators of the present invention do not always utilize fixed conversion ratios. Instead, the voltage regulators are driven by intelligence of the at least one control unit which is derived by the at least one control unit corresponding to one or more inputs from the one or more input devices. In an embodiment, the one or more inputs transmitted by the at least one control unit to the voltage regulators may correspond to or may be derived from the power output of the motor of the vehicle. The voltage regulators deliver optimum power corresponding to the operating state of one or more vehicle components and power demand of the one or more vehicle components corresponding to their respective operating states and the one or more user inputs. Thus, wastage of power during low-demand situations is prevented, leading to power savings of the battery pack and consequently, reduction in costs associated with charging of the battery pack. Further, delivery of excess power from the battery pack during peak load requirements is prevented, thereby preventing damage to one or more electrical and electronic components of the vehicle and enhancing performance of the integrated controller assembly.

[0100]

[0097] Owing to the aforementioned technical advantages and economic significance associated with the integrated controller assembly of the present invention, market attractiveness of the vehicle is enhanced.

[0101]

[0098] In light of the abovementioned advantages and the technical advancements provided by the disclosed system, the claimed aspects as discussed above are not routine, conventional, or well understood in the art, as the claimed aspects provide solutions to the existing problems in conventional technologies. Further, the claimed aspects clearly bring an improvement in the functioning of the system itself as the claimed aspects provide a technical solution to a technical problem.

[0099] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the scope of the invention as defined in the following claims.

[0102] List of Reference Numerals and Reference Signs

[0103] 100: Integrated controller assembly

[0104] 102: Casing

[0105] 102A: Upper case

[0106] 102B: Bottom case

[0107] 102C: One or more cap members

[0108] 104: Circuit board

[0109] 106: Frame member

[0110] 108: Mounting portion

[0111] 110: Base substrate

[0112] 110A: First predefined region

[0113] HOB: Second predefined region

[0114] 112: First set of electronic components

[0115] 112A: Relays

[0116] 112B: Metal-Oxide Semiconductor Field-Effect Transistors (MOSFETs)

[0117] 112C: Voltage regulators

[0118] 112D: Link capacitors

[0119] 114: Second set of electronic components

[0120] 114C: At least one control unit

[0121] 116: One or more connectors

[0122] 118: One or more thermal pads

[0123] 120: One or more mounting brackets

[0124] 122: Heat sink

[0125] 124: First terminals

[0126] 126: Second terminals

[0127] 128: Battery pack

[0128] 130: One or more input devices

[0129] 130A: One or more user input devices

[0130] 130B: One or more sensors

[0131] 134: Motor

[0132] 138: Illumination system

[0133] 140: One or more illumination units

[0134] 144: Indicator device

Claims

WE CLAIM:

1. An integrated controller assembly (100) for a vehicle, the integrated controller assembly (100) comprising: a casing (102); a circuit board (104) disposed in the casing (102), the circuit board (104) comprising a base substrate (110) having a first predefined region (110A) adapted to accommodate a first set of electronic components (112), and a second predefined region (HOB) adapted to accommodate a second set of electronic components (114); and one or more thermal pads (118) disposed below the base substrate (110), the one or more thermal pads (118) being in thermal communication with at least the first predefined region (110A) and configured to dissipate heat generated by the first set of electronic components (112).

2. The integrated controller assembly (100) as claimed in claim 1, wherein the casing (102) comprises an upper case (102A) adapted to receive the circuit board (104), and a bottom case (102B) disposed below the one or more thermal pads (118) and cover a bottom side of the base substrate (110) of the circuit board (104), the bottom case (102B) being configured to be attached to the upper case (102A).

3. The integrated controller assembly (100) as claimed in claim 1 comprising a heat sink (122) disposed below the one or more thermal pads (118), the heat sink (122) being in thermal communication with the one or more thermal pads (118) and configured to convect heat away from the casing (102) of the integrated controller assembly (100).

4. The integrated controller assembly (100) as claimed in claim 1, wherein the first predefined region (110A) of the base substrate (110) comprises one or more vias, the one or more vias communicably coupling the first set of electronic components (112) disposed at a top side the base substrate (110) with the firstset of electronic components (112) disposed at a bottom side of the base substrate (HO); wherein the one or more vias are filled with a non-conductive paste for enhancing mechanical strength of the circuit board (104).

5. The integrated controller assembly (100) as claimed in claim 1, wherein the first predefined region (110A) being a power board region comprising first terminals (124) connected to a battery pack (128) disposed in the vehicle, and second terminals (126) connected to a motor (134) disposed in the vehicle.

6. The integrated controller assembly (100) as claimed in claim 5, wherein the first set of electronic components (112) accommodated in the first predefined region (110A) being selected from a group comprising: relays (112A), Metal Oxide Semiconductor Field Effect Transistors (112B), voltage regulators (112C), and link capacitors (112D), the link capacitors (112D) being adapted to alleviate voltage ripple associated with the voltage regulators (112C).

7. The integrated controller assembly (100) as claimed in claim 1, wherein the second predefined region (HOB) being a control board region comprising the second set of electronic components (114) having at least one of: at least one control unit (114C), one or more communication ports, and one or more driver units.

8. The integrated controller assembly (100) as claimed in claim 8, wherein the at least one control unit (114C) being configured to: receive one or more inputs from one or more input devices (130), process the received one or more inputs, and corresponding to the processing of the one or more inputs, control at least one of: an operation of the first set of electronic components (112), a power input or a power output associated with a motor (134) disposed in the vehicle,a power input or a power output associated with a battery pack (128) disposed in the vehicle, an illumination of one or more illumination units (140) disposed in the vehicle, and collection of vehicle related data from one or more sensors (130B) disposed in the vehicle, processing of the vehicle related data to generate control signals indicative of at least one of operating parameters of the vehicle and a malfunction in the vehicle, and transmission of the control signals.

9. The integrated controller assembly (100) as claimed in claim 6, wherein at least one control unit (114C) is communicatively connected to at least one of the voltage regulators (112C), the at least one control unit (114C) being configured to regulate operation of the at least one of the voltage regulators (112C) based on the one or more inputs.

10. The integrated controller assembly (100) as claimed in claim 7, wherein the at least one control unit (114C) being adapted to monitor and manage charging and discharging of a battery pack (128) of the vehicle based on the one or more inputs received by the at least one control unit (114C), wherein the one or more inputs comprise at least one of: a signal indicative of a state of the battery pack (128) comprising at least one of temperature of the battery pack (128), voltage across terminals of the battery pack (128), and current flowing through the battery pack (128); and a signal indicative of operating conditions of the vehicle, comprising a speed of the vehicle, an acceleration of the vehicle, and a braking condition or a decelerating condition of the vehicle.

11. An integrated controller assembly (100) for a vehicle, the integrated controller assembly (100) comprising:a circuit board (104), the circuit board (104) comprising a base substrate (110) accommodating a first set of electronic components (112) and a second set of electronic components (114), the second set of electronic components (114) being operably connected to the first set of electronic components (112), whereby the second set of electronic components (114) comprises at least one control unit (114C) being configured to: receive one or more inputs from one or more input devices (130), process the received one or more inputs, and provide one or more outputs activating one or more components of the first set of electronic components (112).

12. The integrated controller assembly (100) as claimed in claim 11, wherein the at least one control unit (114C) is configured to generate one or more outputs for operating the vehicle in response to the processing of the one or more inputs, the one or more outputs comprising: controlling an operation of the first set of electronic components (112), controlling a power input or a power output associated with a motor (134) disposed in the vehicle, controlling a power input or a power output associated with a battery pack (128) disposed in the vehicle, controlling an illumination of one or more illumination units (140) disposed in the vehicle; and performing collection of vehicle related data from one or more sensors (130B) disposed in the vehicle, processing of the vehicle related data to generate control signals indicative of at least one of operating parameters of the vehicle and a malfunction in the vehicle, and transmission of the control signals.

13. The integrated controller assembly (100) as claimed in claim 12, wherein the motor (134) being operable in a first mode and in a second mode,wherein the first mode corresponds to a motoring mode in which the motor (134) being adapted to receive electrical power from the battery pack (128) and converts the received electrical power to mechanical energy for propelling the vehicle, and the second mode corresponds to a generating mode in which the motor (134) being adapted to receive mechanical energy resulting from braking or deceleration of the vehicle and convert the received mechanical energy to electrical energy for charging the battery pack (128).

14. The integrated controller assembly (100) as claimed in claim 11, wherein the second set of electronic components (114) being configured to regulate operation of at least one of voltage regulators (112C) of the first set of electronic components (112), based on the one or more inputs corresponding to one of the power input and the output associated with the motor (134).

15. The integrated controller assembly (100) as claimed in claim 11, wherein the at least one control unit (114C) is configured to at least one of: receive data from the one or more input devices (130) disposed in the vehicle, and control operations of each of the first set of electronic components (112), the one or more illumination units (140) and the motor (134) disposed in the vehicle, based on the data received from the one or more input devices (130); wherein the at least one control unit (114C) being communicably connected to an indicator device (144), the indicator device (144) being adapted to indicate information pertaining to an operation of the motor (134) to a user.

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