Motor, braking system and vehicle

Abstract

The invention relates to a motor, a braking system and a vehicle, a heat dissipation structure is directly arranged on the outer surface of a motor shell, and a first heat dissipation channel is formed between heat dissipation pieces of the heat dissipation structure, so that most heat generated in the working process of the motor can be taken out in time through the heat dissipation structure on the motor shell; and the heat dissipation efficiency and the service life of the motor are improved.

Description

Technical Field

[0001] The present application relates to the field of electronic technology, and in particular to a motor, a braking system and a vehicle. Background Art

[0002] With the electrification transformation of the control method of the braking system, the wire control brake system has gradually become a major development trend in the automotive industry. As one of them, the electromechanical braking system adopts the form of direct drive of the wheel-end motor. The motor's torque and rotational motion are converted into thrust and translational motion of the transmission part through the motion conversion component, pushing the brake pad to clamp the brake disc, thereby obtaining braking force.

[0003] However, the motor generates a large amount of heat during operation. If this heat is not discharged in time, the motor's working efficiency and service life will be greatly reduced. Summary of the Invention

[0004] The embodiments of the present application provide a motor, a braking system, and a vehicle, which improve the heat dissipation efficiency of the motor to at least partially solve the above-mentioned technical problems.

[0005] In order to achieve the above object, according to a first aspect of the present application, a motor is provided, comprising:

[0006] A housing, wherein an outer surface of the housing is provided with a heat dissipation structure;

[0007] The heat dissipation structure includes a plurality of heat dissipation elements, which are arranged at intervals along the circumference of the housing, and a first heat dissipation channel is formed between any two adjacent heat dissipation elements.

[0008] Optionally, the heat dissipation element includes a first heat dissipation portion and a second heat dissipation portion, the second heat dissipation portion is connected to the first heat dissipation portion, the first heat dissipation portion is connected to the outer surface of the shell, and the second heat dissipation portion is protruded on at least one side of the first heat dissipation portion along the circumference of the shell.

[0009] Optionally, the first heat dissipation portion extends on the housing along the axial direction of the motor; and / or the second heat dissipation portion extends on the housing along the axial direction of the motor.

[0010] Optionally, the first heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals, and the second heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals; or,

[0011] The first heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals, and the second heat dissipation parts of two adjacent heat dissipation elements are connected to each other.

[0012] Optionally, the first heat dissipation channel runs through the first end portion of the housing and the second end portion of the housing.

[0013] Optionally, it also includes a drive shaft rotating in the shell, a stator is fixed in the shell, a rotor is fixed on the drive shaft, both ends of the drive shaft extend to the outside of the motor shell, a second heat dissipation channel is formed in the drive shaft, and the second heat dissipation channel passes through at least one end of the drive shaft.

[0014] Optionally, the drive shaft includes a first end and a second end opposite to each other, the first end being a power output end of the drive shaft; the second heat dissipation channel passes through the second end and forms a first opening at the second end;

[0015] Optionally, the driving shaft is provided with a second opening at the first end, and the second opening is connected to the second heat dissipation channel.

[0016] Optionally, the drive shaft includes a main body and a connecting part, the main body is rotatably connected to the outer shell, the second heat dissipation channel is formed in the main body, the connecting part is located in the outer shell, the connecting part is protruded from the outer peripheral surface of the main body, and the connecting part is used to connect to the rotor.

[0017] Optionally, a third heat dissipation channel is formed in the connecting portion, and the third heat dissipation channel passes through the connecting portion along the axial direction of the driving shaft.

[0018] Optionally, the third heat dissipation channel includes a first section and a second section that are interconnected along the axial direction of the drive shaft, the first section includes an annular groove extending circumferentially along the drive shaft, and the second section includes a through hole extending axially along the drive shaft, and the through hole is connected to the annular groove.

[0019] Optionally, the second section includes a plurality of through holes, the plurality of through holes are distributed along the circumference of the drive shaft, and the plurality of through holes are respectively connected to the annular groove.

[0020] Optionally, the third heat dissipation channel includes two sections of the first section, and the second section is connected between the two sections of the first section.

[0021] Optionally, the motor further includes a spoiler assembly, the spoiler assembly is located in the housing, the spoiler assembly is rotatably connected to the main body, and the spoiler assembly is used to allow air to circulate in the third heat dissipation channel.

[0022] Optionally, the motor further includes an air supply component, and the air supply component is used to allow the heat dissipation medium to flow to the heat dissipation structure.

[0023] Optionally, the motor further includes an air supply component, which is used to allow the heat dissipation medium to flow to the heat dissipation structure and the second heat dissipation channel.

[0024] Optionally, the air supply assembly includes:

[0025] A flow guide cover is used to cooperate with the shell, the flow guide cover has a flow guide channel, and the flow area of the flow guide channel increases in a direction away from the shell;

[0026] The blades are located in the guide channel.

[0027] Optionally, a plurality of first protrusions are provided on the inner surface of one axial end of the shell.

[0028] Optionally, a plurality of first protrusions are arranged at intervals along the circumference of the housing.

[0029] Optionally, a plurality of first protrusions are provided on the inner surface of one end of the housing along the axial direction, and the first protrusions are arranged opposite to the spoiler assembly along the axial direction of the housing.

[0030] Optionally, an outer surface of one end of the housing along the axial direction is a guide slope, and the guide slope is used to guide the heat dissipation medium to the heat dissipation structure.

[0031] Optionally, the motor further includes a cover plate, the cover plate is connected to the housing, and a plurality of second protrusions are provided on a side of the cover plate facing the housing.

[0032] Optionally, a plurality of the second protrusions are arranged at intervals along the circumference of the cover plate.

[0033] According to a second aspect of the present application, a braking system is provided, comprising the motor described in any one of the above items.

[0034] Optionally, the braking system further includes:

[0035] Braking mechanism;

[0036] a control mechanism connected to the brake mechanism, the control mechanism being used to control the brake mechanism to provide braking force;

[0037] A heat dissipation mechanism is connected to the control mechanism and / or the braking mechanism, and is used to dissipate heat from the control mechanism and / or the braking mechanism.

[0038] Optionally, the heat dissipation mechanism includes a housing assembly, the control mechanism is partially located within the housing assembly, the housing assembly is connected to the control mechanism, and the housing assembly is used to dissipate heat for the control mechanism.

[0039] Optionally, a fourth heat dissipation channel is formed in the housing assembly.

[0040] Optionally, the housing assembly includes a first housing, the control mechanism includes a circuit board, the circuit board is connected to the braking mechanism, the circuit board is located in the first housing, and the fourth heat dissipation channel is partially formed on the outer surface of the first housing.

[0041] Optionally, the housing assembly includes a second housing, the second housing is connected to the first housing, and the fourth heat dissipation channel is partially formed in the second housing.

[0042] Optionally, a plurality of heat dissipation fins are provided in the second shell, and a portion of the fourth heat dissipation channel is formed between two adjacent heat dissipation fins.

[0043] Optionally, the heat dissipation mechanism includes a first heat dissipation element, which is located in the second shell. A first air inlet is provided on the second shell. The first heat dissipation element is used to allow the heat dissipation medium to enter the fourth heat dissipation channel in the second shell through the first air inlet.

[0044] Optionally, the first heat dissipation element and the circuit board are arranged opposite to each other along the thickness direction of the circuit board.

[0045] Optionally, the housing assembly includes a third housing, the braking mechanism is partially located in the third housing, the third housing is connected to the braking mechanism, and the third housing is used to dissipate heat for the braking mechanism.

[0046] Optionally, the third shell, the first shell and the second shell are connected to each other, and the fourth heat dissipation channel is partially formed in the third shell.

[0047] Optionally, the motor includes a first part located inside the third shell, and a second part located outside the third shell, and the first heat dissipation channel is formed on the outer surface of the second part of the motor, and the first heat dissipation channel is connected to the fourth heat dissipation channel.

[0048] Optionally, a second heat dissipation channel is formed in the first part of the motor, the second heat dissipation channel runs through the second part of the motor, and the second heat dissipation channel is connected to the fourth heat dissipation channel.

[0049] Optionally, the heat dissipation mechanism further includes a second heat dissipation member, which is located in the third shell and connected to the first part of the motor, and is used to allow the heat dissipation medium in the fourth heat dissipation channel to flow to the first heat dissipation channel.

[0050] Optionally, the first part includes a drive shaft of the motor, and the drive shaft drives the second heat sink to rotate.

[0051] Optionally, the heat dissipation mechanism further includes a third heat dissipation element, which is located in a fourth heat dissipation channel in the second shell, and is used to allow heat dissipation medium to flow from the second shell through the first shell to the third shell.

[0052] Optionally, a second air inlet is provided on the second shell, and the second heat sink is used to allow the heat dissipation medium to enter the fourth heat dissipation channel in the second shell through the second air inlet.

[0053] Optionally, the heat dissipation mechanism further includes a second heat dissipation member, which is located outside the third shell and connected to the second part of the motor. The second heat dissipation member is used to allow the heat dissipation medium to enter the first heat dissipation channel and flow to the fourth heat dissipation channel.

[0054] Optionally, the heat dissipation mechanism further includes a third heat dissipation element, which is located in a fourth heat dissipation channel in the second shell. An air outlet is provided on the second shell, and the third heat dissipation element is used to allow the heat dissipation medium in the fourth heat dissipation channel to flow out through the air outlet.

[0055] According to a third aspect of the present application, a vehicle is further provided, comprising the motor described in any one of the above items or the braking system described in any one of the above items.

[0056] In the motor of the embodiment of the present application, a heat dissipation structure is directly arranged on the outer surface of the motor housing, and a first heat dissipation channel is formed between the heat dissipation parts of the heat dissipation structure, so that most of the heat generated during the operation of the motor can be promptly removed through the heat dissipation structure on the motor housing, thereby improving the heat dissipation efficiency and service life of the motor.

[0057] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0059] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0060] Figure 1 is a schematic cross-sectional structural diagram of a motor provided in an embodiment of the present application;

[0061] Figure 2 This is a schematic diagram of a top view of a motor housing provided in an embodiment of the present application;

[0062] Figure 3 This embodiment of the present application provides Figure 2 Schematic diagram of the enlarged structure of area A in the middle;

[0063] Figure 4 This is a schematic top view of another motor housing provided in an embodiment of the present application;

[0064] Figure 5 This is a schematic cross-sectional view of a motor housing provided in an embodiment of the present application;

[0065] Figure 6 This is a schematic cross-sectional view of a motor drive shaft provided in an embodiment of the present application;

[0066] Figure 7 This is a schematic top view of a motor drive shaft provided in an embodiment of the present application;

[0067] Figure 8 This is a bottom-up structural diagram of a motor provided in an embodiment of the present application;

[0068] Figure 9 This is a bottom view structural diagram of a motor cover provided in an embodiment of the present application;

[0069] Figure 10 is a schematic cross-sectional view of a braking system provided in an embodiment of the present application;

[0070] Figure 11 This is a schematic structural diagram of a heat dissipation channel in a brake system provided by an embodiment of the present application;

[0071] Figure 12 This is a schematic structural diagram of a braking mechanism in a braking system provided by an embodiment of the present application;

[0072] Figure 13 is a schematic cross-sectional structural diagram of a first shell in a shell assembly provided in an embodiment of the present application;

[0073] Figure 14 1 is a schematic top view of the structure of a first sub-housing in a housing assembly provided in an embodiment of the present application;

[0074] Figure 15 is a schematic cross-sectional structural diagram of a first sub-housing in a housing assembly provided in an embodiment of the present application;

[0075] Figure 16 is a schematic cross-sectional structural diagram of a second sub-housing in a housing assembly provided in an embodiment of the present application;

[0076] Figure 17 This is a schematic cross-sectional view of a top cover in a housing assembly provided in an embodiment of the present application;

[0077] Figure 18 is a schematic cross-sectional structural diagram of a third sub-housing in a housing assembly provided in an embodiment of the present application;

[0078] Figure 19 is a schematic cross-sectional structural diagram of a fourth sub-housing in a housing assembly provided in an embodiment of the present application;

[0079] Figure 20 This is a schematic diagram of the circuit layout structure of a circuit board in a braking system provided in an embodiment of the present application;

[0080] Figure 21 This is a schematic cross-sectional view of a circuit board in a braking system provided by an embodiment of the present application;

[0081] Figure 22 is a structural diagram of a motor in a braking system provided by an embodiment of the present application;

[0082] Figure 23 is a schematic cross-sectional structural diagram of a first heat dissipation element provided in an embodiment of the present application;

[0083] Figure 24 This is a flow chart of a method for controlling a braking system provided by an embodiment of the present application;

[0084] Figure 25 This is a flowchart of another braking system control method provided in an embodiment of the present application.

[0085] Description of reference numerals:

[0086] 1. Braking system;

[0087] 10. Braking mechanism; 11. Motor; 111. Housing; 1111. First protrusion; 1112. Inclined guide surface; 112. Rotor; 113. Stator; 114. Drive shaft; 1141. Second heat dissipation channel; 1141a. First opening; 1141b. Second opening; 1142. First end; 1143. Second end; 1144. Main body; 1145. Connecting portion; 1146. Third heat dissipation channel; 1146a. First section; 1146b. Ring Groove; 1146c, second section; 1146d, through hole; 115, heat dissipation structure; 1151, heat dissipation element; 1151a, first heat dissipation portion; 1151b, second heat dissipation portion; 1152, first heat dissipation channel; 116, spoiler assembly; 117, air supply assembly; 1171, air guide cover; 1172, air guide channel; 1173, blade; 118, cover plate; 1181, second protrusion; 119, first portion; 120, second portion; 12, transmission assembly;

[0088] 20. Control mechanism; 21. Circuit board; 22. First temperature sensor; 23. Second temperature sensor; 24. Angle sensor; 25. Force sensor;

[0089] 30. Heat dissipation mechanism; 31. Shell assembly; 311. First shell; 3111. Fourth protrusion; 3112. First mounting area; 3113. First heat dissipation area; 312. Second shell; 3121. First sub-shell; 3122. Second sub-shell; 3123. Top cover; 3124. Third protrusion; 3125. Heat dissipation fins; 3126. First air inlet; 3127. Second air inlet; 313. Third shell; 3131. Third sub-shell; 3131a. Second mounting area; 3131b. Second heat dissipation area; 3132. Fourth sub-shell; 314. Fourth heat dissipation channel; 32. First thermally conductive adhesive; 33. Second thermally conductive adhesive; 34. First heat sink; 341. Fan blades; 342. Fan rotor; 343. Fan stator; 35. Second heat sink; 36. Third heat sink. DETAILED DESCRIPTION

[0090] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0091] The present application embodiment provides a motor 11, see Figures 1 to 4 The motor 11 includes a housing 111. The outer surface of the housing 111 is provided with a heat dissipation structure 115. The heat dissipation structure 115 includes a plurality of heat dissipating elements 1151. The plurality of heat dissipating elements 1151 are arranged at intervals along the circumference of the housing 111. In other words, the heat dissipating elements 1151 can serve as heat dissipating fins provided on the outer surface of the housing 111. Through the contact between the heat dissipating elements 1151 and the external heat dissipating medium, heat generated inside the motor 11 can be effectively exchanged with the external heat dissipating medium, thereby helping to improve the heat dissipation efficiency, driving efficiency, and service life of the motor 11.

[0092] A first heat dissipation channel 1152 is formed between any two adjacent heat dissipation elements 1151. That is, the heat dissipation elements 1151 on the outer surface of the motor 11 are not randomly arranged, but are used to form the first heat dissipation channel 1152 on the outer surface of the motor 11. When the heat dissipation medium outside the motor 11 flows on the outer surface of the motor 11, it can flow along the first heat dissipation channel 1152, thereby facilitating the directional flow of the heat dissipation medium on the outer surface of the motor 11, thereby improving the uniformity of heat dissipation on the outer surface of the motor 11.

[0093] In the embodiment of the present application, a heat dissipation structure 115 is directly provided on the outer surface of the housing 111 of the motor 11, and a first heat dissipation channel 1152 is formed between the heat dissipation elements 1151 of the heat dissipation structure 115. This allows most of the heat generated during the operation of the motor 11 to be promptly removed through the heat dissipation structure 115 on the housing 111 of the motor 11, thereby improving the heat dissipation efficiency and service life of the motor 11. This is the first level of heat dissipation for the motor 11.

[0094] Among them, multiple heat dissipation members 1151 can be evenly arranged along the circumference of the shell 111 to form evenly distributed first heat dissipation channels 1152 around the shell 111, thereby further improving the heat dissipation uniformity of the shell 111 of the motor 11.

[0095] It should be noted that the heat sink 1151 can be directly protruded from the outer surface of the motor 11 housing 111, that is, the heat sink 1151 can be integrally formed with the motor 11 housing 111, or can be relatively independent and formed separately. It is only necessary that the heat sink 1151 can effectively realize the heat exchange between the heat generated inside the motor 11 and the external heat dissipation medium. No special restrictions are made here.

[0096] In some embodiments, the heat sink 1151 includes a first heat sink 1151a and a second heat sink 1151b. The second heat sink 1151b is connected to the first heat sink 1151a, which is connected to the outer surface of the housing 111. The second heat sink 1151b is protruding from at least one side of the first heat sink 1151a along the circumference of the housing 111. That is, the second heat sink 1151b is angled with the first heat sink 1151a. When the motor 11 is subjected to an external impact, the second heat sink 1151b can provide a certain degree of buffering and protection. In other words, in addition to heat dissipation, the second heat sink 1151b also provides anti-collision protection, thereby improving the stability of the motor 11 during use and increasing the service life of the motor 11.

[0097] In some embodiments, the first heat dissipation portion 1151a extends along the axial direction of the motor 11 on the housing 111, and / or the second heat dissipation portion 1151b extends along the axial direction of the motor 11 on the housing 111. That is, the first heat dissipation portion 1151a and / or the second heat dissipation portion 1151b are arranged in an elongated strip shape along the axial direction of the motor 11 to ensure that the heat dissipation element 1151 as a whole has sufficient heat dissipation area, thereby improving heat dissipation efficiency. Arranging the second heat dissipation portion 1151b to extend along the axial direction of the motor 11 enables the second heat dissipation portion 1151b to play an anti-collision role along the entire axial direction of the housing 111, thereby further improving the stability of the motor 11 during use and increasing the service life of the motor 11.

[0098] When the second heat dissipation portion 1151b protrudes only from one side of the first heat dissipation portion 1151a along the circumference of the housing 111, the second heat dissipation portion 1151b and the first heat dissipation portion 1151a as a whole have an L-shaped cross-section perpendicular to the axial direction of the motor 11. When the second heat dissipation portion 1151b protrudes from two opposite sides of the first heat dissipation portion 1151a along the circumference of the housing 111, the second heat dissipation portion 1151b and the first heat dissipation portion 1151a as a whole have a T-shaped cross-section perpendicular to the axial direction of the motor 11. The specific shape can be selected and adjusted according to actual design requirements and is not particularly limited here.

[0099] In some examples, the first heat dissipation portions 1151a of two adjacent heat dissipation elements 1151 are spaced apart, and the second heat dissipation portions 1151b of two adjacent heat dissipation elements 1151 are spaced apart, that is, the two adjacent heat dissipation elements 1151 are independent of each other to facilitate the flow of external heat dissipation medium between the heat dissipation elements 1151.

[0100] In some examples, the first heat dissipation portions 1151a of two adjacent heat dissipation elements 1151 are spaced apart, and the second heat dissipation portions 1151b of two adjacent heat dissipation elements 1151 are connected to each other, that is, the first heat dissipation portions 1151a of the heat dissipation elements 1151 are spaced apart on the outer surface of the housing 111, and the second heat dissipation portions 1151b of the heat dissipation elements 1151 are connected to each other in a ring-shaped arrangement on the outer surface of the housing 111, so as to increase the overall heat dissipation area of the heat dissipation structure 115 and improve the heat dissipation efficiency of the motor 11.

[0101] In some examples, the first heat dissipation channel 1152 passes through the first end of the shell 111 and the second end of the shell 111, that is, the first heat dissipation channel 1152 passes through the opposite ends of the shell 111 along the axial direction of the motor 11 to form a first heat dissipation channel 1152 connected to the outside at both ends, thereby helping the heat dissipation medium to flow on the outer surface of the shell 111, and further helping to improve the heat dissipation efficiency of the motor 11.

[0102] Please note that Figure 4 The heat dissipation structure 115 and the shell 111 can be two independent parts. A sleeve can be installed on the outer surface of the shell 111. The sleeve can be processed in the form of 3D printing, etc. The outer circular surface of the sleeve corresponds to a plurality of heat dissipation members 1151. The inner circular surface of the sleeve is tightly matched with the outer surface of the shell 111. In addition, thermal grease can also be coated between the sleeve and the shell 111 to promote the shell 111 to conduct heat to the sleeve, thereby improving the heat dissipation efficiency of the motor 11.

[0103] In some embodiments, please participate Figure 1 and Figure 6The motor 11 also includes a drive shaft 114 rotating in the housing 111. The drive shaft 114 is partially located in the housing 111. The drive shaft 114 is rotatably connected to the housing 111. A rotor 112 is fixed to the drive shaft 114. Both ends of the drive shaft 114 extend to the outside of the motor housing 111. A second heat dissipation channel 1141 is formed in the drive shaft 114. The second heat dissipation channel 1141 passes through at least one end of the drive shaft 114. This is the second heat dissipation of the motor 11. That is, the inner surface of the housing 111 is interference fit with the stator 113 and is tightly fitted and fixed to the outer peripheral surface of the stator 113. When the motor 11 is energized, the change in the magnetic field of the stator 113 coil drives the rotor 112 and the drive shaft 114 to rotate relative to the housing 111 to achieve power output of the motor 11. By forming a second heat dissipation channel 1141 in the drive shaft 114, the heat generated by the motor 11 during operation can also be discharged through the second heat dissipation channel 1141 in the drive shaft 114, so as to further improve the heat dissipation efficiency of the motor 11, thereby improving the working efficiency and service life of the motor 11.

[0104] During the operation of the motor 11, a large amount of heat is generated when the stator 113 drives the rotor 112 to rotate together with the drive shaft 114 relative to the housing 111. Since the inner surface of the housing 111 of the motor 11 is in contact with the outer peripheral surface of the stator 113, and the surface area of the outer peripheral surface of the stator 113 is much larger than the surface area of the inner peripheral surface of the stator 113, most of the heat generated when the stator 113 drives the rotor 112 to rotate can be transferred to the housing 111 through the outer peripheral surface of the stator 113 and is promptly taken out by the heat dissipation structure 115 on the housing 111 of the motor 11, thereby helping to improve the heat dissipation efficiency, driving efficiency and service life of the motor 11.

[0105] It should be noted that the top of the housing 111 is provided with multiple fixing positions, which are used to fix the motor 11 to other environmental components, thereby ensuring stable power output of the motor 11. The stator 113 is positioned using the installation positioning steps of the housing 111, so that the housing 111 and the stator 113 can be accurately positioned.

[0106] Among them, non-conductive thermal grease can be coated between the outer peripheral surface of the stator 113 and the inner surface of the shell 111, so that the heat generated by the stator 113 can be quickly transferred to the outside of the shell 111 through the thermal grease.

[0107] In some examples, strip-shaped protrusions may be provided on the inner surface of the housing 111, and strip-shaped grooves may be provided between the silicon steel sheets on the outer peripheral surface of the stator 113. The protrusions and the grooves cooperate with each other to fix the stator 113 in the housing 111. At the same time, more non-conductive thermal grease may be applied between the stator 113 and the housing 111, so that the heat generated by the stator 113 can be quickly transferred to the outside of the housing 111 through the thermal grease.

[0108] It should be noted that the drive shaft 114 is provided with two bearing positioning steps for cooperating with the positioning bearings, so that the drive shaft 114 can be accurately positioned in the housing 111 and can reduce efficiency loss during rotation.

[0109] In some examples, the drive shaft 114 includes a first end 1142 and a second end 1143 opposite each other. The first end 1142 is the power output end of the drive shaft 114. The second heat dissipation channel 1141 extends through the second end 1143 and forms a first opening 1141a at the second end 1143. In other words, the second heat dissipation channel 1141 extends through only one end of the drive shaft 114, and this end is the non-power output end of the drive shaft 114. This reduces the impact of the second heat dissipation channel 1141 on the power output of the drive shaft 114.

[0110] In some examples, the drive shaft 114 has a second opening 1141b at the first end 1142, and the second opening 1141b is connected to the second heat dissipation channel 1141. By forming the second opening 1141b on the drive shaft 114, it is possible to ensure that the external heat dissipation medium can flow through the second heat dissipation channel 1141, thereby promptly dissipating the heat generated during the operation of the motor 11.

[0111] In some embodiments, the drive shaft 114 includes a main body 1144 and a connecting portion 1145. The main body 1144 is rotatably connected to the housing 111. A second heat dissipation channel 1141 is formed in the main body 1144. The connecting portion 1145 is located within the housing 111 and protrudes from the outer circumference of the main body 1144. The connecting portion 1145 is configured to connect to the rotor 112. Specifically, the diameter of the drive shaft 114 in the region connected to the rotor 112 is larger than the diameter of other regions. This ensures a stable connection between the drive shaft 114 and the rotor 112 while also allowing the space in the second heat dissipation channel 1141 within the drive shaft 114 to be sufficiently large, thereby ensuring sufficient heat exchange area between the drive shaft 114 and the external heat dissipation medium, thereby improving the heat dissipation efficiency and service life of the motor 11.

[0112] In some embodiments, a third heat dissipation channel 1146 is formed in the connection portion 1145 and extends through the connection portion 1145 along the axial direction of the drive shaft 114. By providing the third heat dissipation channel 1146 in the connection portion 1145, heat generated during operation of the motor 11 can be transferred to the drive shaft 114 through the third heat dissipation channel 1146 and then carried away by the heat dissipation medium in the second heat dissipation channel 1141 in the drive shaft 114, thereby further improving the heat dissipation efficiency of the motor 11 and extending its operating efficiency and service life. This constitutes a third level of heat dissipation for the motor 11.

[0113] For some examples, see Figure 6 and Figure 7 The third heat dissipation channel 1146 includes a first section 1146a and a second section 1146c that communicate with each other along the axial direction of the drive shaft 114. The first section 1146a includes an annular groove 1146b extending along the circumference of the drive shaft 114. The second section 1146c includes a through hole 1146d extending along the axial direction of the drive shaft 114. The through hole 1146d communicates with the annular groove 1146b. In other words, the annular groove 1146b of the first section 1146a and the through hole 1146d of the second section 1146c together form the third heat dissipation channel 1146, which is interconnected at both ends. The annular groove 1146b of the first section 1146a also reduces the weight of the motor 11, thereby reducing the inertia of the drive shaft 114 of the motor 11 and the start-stop torque. This reduces energy loss and improves the response speed of the motor 11.

[0114] The second section 1146c includes a plurality of through holes 1146d distributed along the circumference of the drive shaft 114. Each of the through holes 1146d is connected to the annular groove 1146b. By distributing the plurality of through holes 1146d along the circumference of the drive shaft 114, the third heat dissipation channel 1146 can be provided along the circumference of the drive shaft 114, thereby improving the uniformity of heat dissipation within the motor 11.

[0115] In some examples, the third heat dissipation channel 1146 includes two first sections 1146a, with the second section 1146c communicating between the two first sections 1146a. That is, the two first sections 1146a can be symmetrically arranged at both ends of the first section 1146a, thereby further reducing the overall weight of the motor 11 while improving the uniformity of heat dissipation within the motor 11.

[0116] In some embodiments, see Figure 1 and Figure 6The motor 11 further includes a spoiler assembly 116, which is located within the housing 111 and rotatably connected to the main body 1144. The spoiler assembly 116 is configured to circulate air within the third heat dissipation channel 1146. In other words, since the third heat dissipation channel 1146 is formed within the connecting portion 1145 of the driver, and the connecting portion 1145 is located within the housing 111, the third heat dissipation channel 1146 is formed within the housing 111 and cannot directly communicate with the heat dissipation medium outside the motor 11. By disposing the spoiler assembly 116 within the housing 111, the rotation of the spoiler assembly 116 can be used to change the steady flow field of the air inside the motor 11 into a turbulent flow field. At the same time, the third heat dissipation channel 1146 on the drive shaft 114 can promote the circulation of air inside the motor 11, distributing heat evenly throughout the internal area of the motor 11, thereby improving the heat exchange efficiency between the air inside the motor 11 and the drive shaft 114 and the inner surface of the housing 111, thereby improving the overall heat dissipation efficiency of the motor 11.

[0117] It should be noted that a positioning step is provided on the driving shaft 114 , and the positioning step can fix the spoiler assembly 116 on the driving shaft 114 and rotate therewith.

[0118] In some embodiments, the motor 11 further includes an air supply assembly 117, which is configured to allow the heat dissipation medium to flow to the heat dissipation structure 115. Specifically, the air supply assembly 117 is integrated with the motor 11 and can allow the heat dissipation medium outside the motor 11 to flow to the heat dissipation structure 115 of the motor housing 111, thereby improving the heat exchange efficiency between the heat dissipation structure 115 and the external heat dissipation medium.

[0119] Among them, the air supply component 117 can be fixedly connected to the drive shaft 114 of the motor 11, that is, the air supply component 117 can rotate synchronously with the drive shaft 114; or, the air supply component 117 can also be rotatably connected to the drive shaft 114 of the motor 11, that is, the rotation of the air supply component 117 and the rotation of the drive shaft 114 can be controlled separately, so that the rotation control of the air supply component 117 is more flexible.

[0120] It should be noted that the specific connection method between the air supply component 117 and the drive shaft 114 can be selected and adjusted according to actual usage requirements, and no special restrictions are made here.

[0121] In some embodiments, see Figure 1 and Figure 8The motor 11 further includes an air supply assembly 117, which is configured to direct the heat dissipation medium to the heat dissipation structure 115 and the second heat dissipation channel 1141. Specifically, the air supply assembly 117 is disposed correspondingly to the housing 111 and the drive shaft 114, and can direct the heat dissipation medium outside the motor 11 to flow simultaneously to the heat dissipation structure 115 of the motor housing 111 and the second heat dissipation channel 1141 within the drive shaft 114, thereby improving the heat dissipation efficiency of the motor 11 while simplifying the flow control of the heat dissipation medium.

[0122] In some embodiments, the air supply assembly 117 includes a shroud 1171 and blades 1173. The shroud 1171 is configured to cooperate with the housing 111 and has a flow channel 1172. The blades 1173 are located within the flow channel 1172. Specifically, the shroud 1171 is configured to cooperate with the housing 111. The outer circumference of the shroud 1171 protects the blades 1173 from external debris. The rotation of the blades 1173 within the flow channel 1172 allows the external heat dissipation medium to flow through the flow channel 1172 to the first heat dissipation channel 1152 on the outer surface of the housing 111 and the second heat dissipation channel 1141 within the drive shaft 114.

[0123] The flow area of the guide channel 1172 increases in a direction away from the housing 111. That is, the guide cover 1171 has an overall conical structure, so that when the blades 1173 rotate in the guide channel 1172, the heat dissipation medium can be gradually concentrated along the guide channel 1172, thereby helping to increase the flow speed of the heat dissipation medium and also helping to guide the heat dissipation medium along the guide channel 1172 to the first heat dissipation channel 1152 on the outer surface of the housing 111 of the motor 11, thereby improving the heat dissipation efficiency of the housing 111 of the motor 11.

[0124] In some embodiments, see Figure 5 A plurality of first protrusions 1111 are provided on the inner surface of one end of the shell 111 along the axial direction. The provision of the first protrusions 1111 helps to increase the contact area between the shell 111 and the internal air (internal heat dissipation medium), thereby helping to transfer the heat generated inside the motor 11 to the heat dissipation structure 115 on the outer surface of the shell 111 through the first protrusions 1111, thereby improving the heat dissipation efficiency of the motor 11. This is the fourth level of heat dissipation of the motor 11.

[0125] In some examples, the plurality of first protrusions 1111 are spaced apart along the circumference of the housing 111. That is, the plurality of first protrusions 1111 can be evenly distributed along the circumference of the housing 111 to improve heat dissipation uniformity of the housing 111 of the motor 11.

[0126] In some embodiments, a plurality of first protrusions 1111 are provided on the inner surface of one axial end of the housing 111, and the first protrusions 1111 and the spoiler assembly 116 are arranged opposite to each other along the axial direction of the housing 111. That is, both the first protrusions 1111 and the spoiler assembly 116 are arranged inside the housing 111, with one being arranged at the top end of the housing 111 and the other being arranged at the bottom end of the housing 111. By arranging the first protrusions 1111 and the spoiler assembly 116 at opposite ends of the housing 111, when the spoiler assembly 116 rotates, it helps the heat dissipation medium inside the housing 111 flow through the third heat dissipation channel 1146 to contact the first protrusions 1111, thereby helping to further improve the heat dissipation efficiency of the motor 11.

[0127] In some embodiments, the outer surface of one axial end of the housing 111 is a guide bevel 1112, which is used to guide the heat dissipation medium to the heat dissipation structure 115. That is, the outer surface of one axial end of the housing 111 is a conical surface, so that the heat dissipation medium can be guided along the guide bevel 1112 to the first heat dissipation channel 1152 on the outer surface of the housing 111 of the motor 11, thereby improving the heat dissipation efficiency of the housing 111 of the motor 11.

[0128] It should be noted that the guide slope 1112 is used to cooperate with the guide cover 1171 of the air supply component 117. The guide cover 1171 has a conical structure as a whole. When the blades 1173 of the air supply component 117 rotate in the guide channel 1172 of the guide cover 1171, the heat dissipation medium can gradually concentrate along the guide channel 1172 and flow along the guide slope 1112 to the first heat dissipation channel 1152 on the outer surface of the motor 11 housing 111, thereby improving the heat dissipation efficiency of the motor 11 housing 111.

[0129] In some embodiments, see Figure 1 and Figure 9 The motor 11 further includes a cover plate 118, which is connected to the housing 111. A plurality of second protrusions 1181 are provided on the side of the cover plate 118 facing the housing 111. The provision of the second protrusions 1181 helps to increase the contact area between the cover plate 118 and the air inside the motor 11, thereby helping to transfer heat generated inside the motor 11 to the cover plate 118 via the first protrusions 1111, and then to the housing 111 of the motor 11 through the cover plate 118, thereby improving the heat dissipation efficiency of the motor 11. This constitutes the fifth level of heat dissipation for the motor 11.

[0130] In some examples, the plurality of second protrusions 1181 are spaced apart along the circumference of the cover plate 118. That is, the plurality of second protrusions 1181 can be evenly distributed along the circumference of the cover plate 118 to improve the uniformity of heat dissipation of the entire motor 11.

[0131] An embodiment of the present application also provides a braking system, which includes a motor. The specific structure of the motor refers to the above embodiment. Since this braking system adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0132] See also Figure 10 The brake system 1 includes a brake mechanism 10, a control mechanism 20, and a heat dissipation mechanism 30. The control mechanism 20 is connected to the brake mechanism 10 and is used to control the brake mechanism 10 to provide braking force. The heat dissipation mechanism 30 is connected to the control mechanism 20 and / or the brake mechanism 10 and is used to dissipate heat from the control mechanism 20 and / or the brake mechanism 10. In the embodiment of the present application, by providing the heat dissipation mechanism 30 and utilizing the connection between the heat dissipation mechanism 30 and the control mechanism 20 and / or the brake mechanism 10 to dissipate heat from the control mechanism 20 and / or the brake mechanism 10, the overall heat dissipation efficiency of the brake system 1 can be improved, thereby improving the braking efficiency and service life of the brake system 1.

[0133] The braking mechanism 10 is used to cooperate with the wheels of the vehicle, and the control mechanism 20 is used to control the braking mechanism 10 to provide braking force to the wheels of the vehicle according to the received driving signal of the vehicle, so as to achieve braking deceleration.

[0134] In some embodiments, see Figure 10 and Figure 11 The heat dissipation mechanism 30 includes a housing assembly 31. The control mechanism 20 is partially located within the housing assembly 31. The housing assembly 31 is connected to the control mechanism 20 and is used to dissipate heat from the control mechanism 20. By partially disposing the control mechanism 20 within the housing assembly 31 and utilizing the housing assembly 31 to dissipate heat from the control mechanism 20, the housing assembly 31 can not only dissipate heat from the control mechanism 20 but also partially seal the control mechanism 20, thereby simplifying the overall structure of the brake system 1.

[0135] It should be noted that the shell assembly 31 is used to dissipate heat for the control mechanism 20, which means that the shell assembly 31 is directly or indirectly in contact with the control mechanism 20 so that the heat generated during the operation of the control mechanism 20 is directly transferred to the shell assembly 31 and then taken out by the shell assembly 31; or, there is no contact between the control mechanism 20 and the shell assembly 31, but the shell assembly 31 can allow the heat dissipation medium to flow, and the control mechanism 20 is also located in the shell assembly 31, so that the heat generated by the control mechanism 20 is taken out by utilizing the flow of the heat dissipation medium.

[0136] In some embodiments, a fourth heat dissipation channel 314 is formed in the housing assembly 31. The fourth heat dissipation channel 314 is used to allow the flow of a heat dissipation medium. By providing the fourth heat dissipation channel 314 in the housing assembly 31, the flow of the heat dissipation medium in the fourth heat dissipation channel 314 can be utilized to dissipate heat generated by the control mechanism 20, thereby improving the heat dissipation efficiency and service life of the control mechanism 20.

[0137] In some embodiments, see Figure 11 The housing assembly 31 includes a first housing 311. The control mechanism 20 includes a circuit board 21. The circuit board 21 is connected to the brake mechanism 10 and is located within the first housing 311. The fourth heat dissipation channel 314 is partially formed on the outer surface of the first housing 311. Specifically, the control mechanism 20 controls the brake mechanism 10 to provide braking force through the connection between the circuit board 21 and the brake mechanism 10. By locating the circuit board 21 within the first housing 311, the circuit board 21 is protected. Since the circuit board 21 is the primary heat-generating component of the control mechanism 20, the fourth heat dissipation channel 314 formed on the outer surface of the first housing 311 allows the heat generated by the circuit board 21 during operation to be promptly dissipated by the flow of heat dissipation medium within the fourth heat dissipation channel 314, thereby improving the heat dissipation efficiency and service life of the circuit board 21.

[0138] In some embodiments, the housing assembly 31 includes a second housing 312 connected to the first housing 311, with the fourth heat dissipation channel 314 partially formed within the second housing 312. That is, the placement of the circuit board 21 and the formation of the fourth heat dissipation channel 314 are located in different housings. This arrangement allows the second housing 312 and the first housing 311 to collectively protect the circuit board 21, thereby reducing damage to components on the circuit board 21 when the heat dissipation medium flows through the fourth heat dissipation channel 314, ensuring the normal use of the circuit board 21 and increasing its service life.

[0139] Please note that Figure 11 and Figure 13 The first housing 311 includes a first mounting area 3112 and a first heat dissipation area 3113. The first mounting area 3112 and the first heat dissipation area 3113 are isolated from each other. The circuit board 21 is arranged in the first mounting area 3112. The first heat dissipation area 3113 is connected to the second housing 312. That is, the first heat dissipation area 3113 forms part of the fourth heat dissipation channel 314. The heat dissipation medium can flow along the fourth heat dissipation channel 314 in the second housing 312 and the first heat dissipation area 3113 to remove the heat transferred from the circuit board 21 to the first housing 311 and the second housing 312.

[0140] The first shell 311 and the second shell 312 can be fixedly connected by bolts and bolt holes, or can be positioned by assembly protrusions, positioning shafts, and positioning holes, etc., which will not be elaborated here.

[0141] In some embodiments, see Figure 11 and Figure 15 A third protrusion 3124 is formed on the side of the second housing 312 facing the circuit board 21. The third protrusion 3124 is configured to abut against the circuit board 21. By utilizing the abutment between the third protrusion 3124 and the circuit board 21, heat generated during operation of the circuit board 21 can be quickly transferred to the second housing 312 via the third protrusion 3124 and then carried away by the heat dissipation medium in the fourth heat dissipation channel 314 within the second housing 312, thereby improving the heat dissipation efficiency of the circuit board 21.

[0142] For some examples, see Figure 11 and Figure 21 A first thermally conductive adhesive 32 is disposed on the circuit board 21 at a position corresponding to the third protrusion 3124. The third protrusion 3124 is configured to abut against the first thermally conductive adhesive 32. Providing the first thermally conductive adhesive 32 between the circuit board 21 and the third protrusion 3124 not only improves the heat conduction efficiency between the circuit board 21 and the third protrusion 3124, but also provides a certain buffering effect, reducing the risk of damage to the circuit board 21 when the third protrusion 3124 abuts against the circuit board 21.

[0143] Among them, the first thermal conductive adhesive 32 is an insulating thermal conductive adhesive, that is, the first thermal conductive adhesive 32 can not only conduct heat but also insulate, so as to avoid the problem of short circuit between different components on the circuit board 21, thereby ensuring the normal use of the circuit board 21.

[0144] In some examples, the cross-sectional area of the third protrusion 3124 in a direction perpendicular to the axis of the brake system 1 increases as it moves away from the circuit board 21. That is, the third protrusion 3124 generally has a tapered structure. This structural design allows the third protrusion 3124 to have a larger surface area when the contact area between the third protrusion 3124 and the circuit board 21 is the same. This helps to dissipate heat generated by the circuit board 21 through the third protrusion 3124, thereby improving the heat dissipation efficiency of the circuit board 21. It can also effectively increase the rigidity of the second housing 312 and improve the overall structural stability of the heat dissipation mechanism 30. In this embodiment of the present application, the design of the third protrusion 3124 and the first thermally conductive adhesive 32 ensures that heat dissipation is always maintained even on bumpy roads. The tight fit prevents the circuit board 21 from being crushed, and the lack of rigidity of the second housing 312 prevents the first thermally conductive adhesive 32 from being squeezed out or pulled away during bumpy conditions.

[0145] Please note that Figure 20The area on the circuit board 21 that is intended to abut the third protrusion 3124 can be the area where the thin-film transistor is located. This is because the thin-film transistor generates a lot of heat during use of the circuit board 21, and this arrangement helps to dissipate the heat from the circuit board 21 in a timely manner. Of course, the third protrusion 3124 can also be formed in areas of the second housing 312 corresponding to other heat-generating components on the circuit board 21, such as the area on the circuit board 21 that is electrically connected to the brake mechanism 10 and the area where the main chip is located, to further improve the heat dissipation efficiency of the circuit board 21.

[0146] In some embodiments, see Figure 11 and Figure 13 A fourth protrusion 3111 is formed on the side of the first housing 311 facing the circuit board 21. The fourth protrusion 3111 is configured to abut against the circuit board 21. By utilizing the abutment between the fourth protrusion 3111 and the circuit board 21, heat generated during operation of the circuit board 21 can be quickly transferred to the first housing 311 via the fourth protrusion 3111, and then from the first housing 311 to the second housing 312. The heat is then carried away by the heat dissipation medium in the fourth heat dissipation channel 314 in the second housing 312, thereby improving the heat dissipation efficiency of the circuit board 21.

[0147] For some examples, see Figure 21 A second thermally conductive adhesive 33 is provided on the circuit board 21 at a position corresponding to the fourth protrusion 3111. The fourth protrusion 3111 is configured to abut against the second thermally conductive adhesive 33. Providing the second thermally conductive adhesive 33 between the circuit board 21 and the fourth protrusion 3111 not only improves the heat conduction efficiency between the circuit board 21 and the fourth protrusion 3111, but also provides a certain buffering effect, reducing the risk of damaging the circuit board 21 when the fourth protrusion 3111 abuts against the circuit board 21.

[0148] The second thermally conductive adhesive 33 is an insulating thermally conductive adhesive, that is, the second thermally conductive adhesive 33 can not only conduct heat but also insulate, so as to avoid short circuit problems between different components on the circuit board 21, thereby ensuring the normal use of the circuit board 21.

[0149] In some examples, the cross-sectional area of the fourth protrusion 3111 in a direction perpendicular to the axis of the brake system 1 increases as it moves away from the circuit board 21. That is, the fourth protrusion 3111 generally has a tapered structure. This structural design allows the fourth protrusion 3111 to have a larger surface area when the contact area between the fourth protrusion 3111 and the circuit board 21 is the same, further facilitating the heat dissipation of the circuit board 21 through the fourth protrusion 3111, thereby improving the heat dissipation efficiency of the circuit board 21. It can also effectively increase the rigidity of the first housing 311 and enhance the overall structural stability of the heat dissipation mechanism 30. In this embodiment of the present application, the design of the fourth protrusion 3111 and the second thermally conductive adhesive 33 ensures that heat dissipation is maintained even on bumpy roads. The tight fit prevents the circuit board 21 from being crushed, nor does the lack of rigidity in the first housing 311 cause the second thermally conductive adhesive 33 to be squeezed out or pulled away during bumpy conditions.

[0150] In some embodiments, see Figure 14 and Figure 15 A plurality of heat dissipation fins 3125 are disposed within the second housing 312, with portions of the fourth heat dissipation channel 314 formed between adjacent heat dissipation fins 3125. The provision of heat dissipation fins 3125 within the second housing 312 increases the heat exchange area between the heat dissipation medium within the fourth heat dissipation channel 314 and the second housing 312, thereby improving the overall heat dissipation efficiency of the brake system 1.

[0151] In some embodiments, see Figure 11 The heat dissipation mechanism 30 includes a first heat dissipation element 34 located within the second housing 312. A first air inlet 3126 is defined in the second housing 312. The first heat dissipation element 34 is configured to allow heat dissipation medium to enter a fourth heat dissipation channel 314 within the second housing 312 through the first air inlet 3126. The first heat dissipation element 34 may be a fan structure. By disposing the first heat dissipation element 34 within the second housing 312, the rotation of the first heat dissipation element 34 accelerates the flow of heat dissipation medium within the fourth heat dissipation channel 314, allowing heat generated by the circuit board 21 to be promptly dissipated by the heat dissipation medium. This reduces the thermal impact of the circuit board 21 during operation and increases the service life of the circuit board 21.

[0152] The first heat sink 34 and the circuit board 21 can be arranged relative to each other along the thickness direction of the circuit board 21. That is, the first heat sink 34 can be arranged directly above the circuit board 21. When the first heat sink 34 rotates, the heat dissipation medium enters the fourth heat dissipation channel 314 in the second housing 312 through the first air inlet 3126 and can flow directly to the second housing 312 directly above the circuit board 21, thereby promptly removing heat transferred from the circuit board 21 to the second housing 312, thereby improving the heat dissipation efficiency of the circuit board 21.

[0153] In some embodiments, see Figure 10 and Figure 11 The housing assembly 31 includes a third housing 313. The brake mechanism 10 is partially located within the third housing 313. The third housing 313 is connected to the brake mechanism 10 and is used to dissipate heat from the brake mechanism 10. By partially disposing the brake mechanism 10 within the third housing 313 and utilizing the third housing 313 to dissipate heat from the brake mechanism 10, the third housing 313 can both dissipate heat from the brake mechanism 10 and partially seal the brake mechanism 10, thereby simplifying the overall structure of the brake system 1.

[0154] It should be noted that the third shell 313 is used to dissipate heat for the brake mechanism 10, which means that the third shell 313 is directly or indirectly in contact with the brake mechanism 10 so that the heat generated during the operation of the brake mechanism 10 is directly transferred to the third shell 313 and then taken out by the third shell 313; or, there is no contact between the brake mechanism 10 and the third shell 313, but the heat dissipation medium can flow in the third shell 313, and the brake mechanism 10 is also located in the third shell 313, so that the heat generated by the brake mechanism 10 is taken out by utilizing the flow of the heat dissipation medium.

[0155] In some embodiments, the third housing 313, the first housing 311, and the second housing 312 are interconnected, and the fourth heat dissipation channel 314 is partially formed in the third housing 313. That is, the heat dissipation medium can also flow in the third housing 313. During operation of the brake mechanism 10, the heat generated by the brake mechanism 10 can be dissipated by the flow of the heat dissipation medium in the fourth heat dissipation channel 314 in the third housing 313, thereby improving the heat dissipation efficiency and service life of the brake mechanism 10.

[0156] In some embodiments, see Figure 11 、 Figure 12 and Figure 22The motor 11 includes a first portion 119 located within the third housing 313 and a second portion 120 located outside the third housing 313. A first heat dissipation channel 1152 is formed on the outer surface of the second portion 120 of the motor 11. The first heat dissipation channel 1152 communicates with the fourth heat dissipation channel 314. Specifically, the first portion 119 of the motor 11 located within the third housing 313 is used to connect with the control mechanism 20 to control the power output of the motor 11. The second portion 120 of the motor 11 located outside the third housing 313 is the primary heat generating area of the motor 11. By locating the second portion 120 outside the third housing 313, heat generated during operation of the motor 11 can be directly transferred to the outside. By forming the first heat dissipation channel 1152 on the outer surface of the second portion 120 and communicating with the fourth heat dissipation channel 314, heat dissipation medium can flow through the fourth heat dissipation channel 314 to the first heat dissipation channel 1152, thereby improving the heat dissipation efficiency and service life of the motor 11.

[0157] In some embodiments, a second heat dissipation channel 1141 is formed within the first portion 119 of the motor 11. The second heat dissipation channel 1141 extends through the second portion 120 of the motor 11 and communicates with the fourth heat dissipation channel 314. Specifically, the second heat dissipation channel 1141 is formed within the motor 11, and a heat dissipation medium can flow through the fourth heat dissipation channel 314 to the second heat dissipation channel 1141, thereby removing heat generated during operation of the motor 11 from the interior of the motor 11, thereby improving the heat dissipation efficiency and service life of the motor 11.

[0158] In some embodiments, see Figure 11 The heat dissipation mechanism 30 further includes a second heat dissipation member 35 , which is located within the third housing 313 and connected to the first portion 119 of the motor 11 . The second heat dissipation member 35 is configured to direct the heat dissipation medium within the fourth heat dissipation channel 314 to flow into the first heat dissipation channel 1152 . Specifically, the second heat dissipation member 35 is disposed within the fourth heat dissipation channel 314 of the third housing 313 . The second heat dissipation member 35 may be a fan structure. When the second heat dissipation member 35 rotates, it drives the heat dissipation medium from the fourth heat dissipation channel 314 to flow into the first heat dissipation channel 1152 , thereby allowing the heat generated by the motor 11 to be promptly dissipated by the heat dissipation medium, thereby improving the heat dissipation efficiency of the motor 11 .

[0159] In some examples, the first part 119 includes the drive shaft 114 of the motor 11, and the drive shaft 114 drives the second heat sink 35 to rotate, that is, the second heat sink 35 can rotate synchronously with the drive shaft 114, so that the braking system 1 can simultaneously control the drive shaft 114 of the motor 11 and the second heat sink 35 to simplify the overall control method of the braking system 1.

[0160] In some embodiments, the heat dissipation mechanism 30 further includes a third heat dissipation element 36, which is located within the fourth heat dissipation channel 314 within the second housing 312. The third heat dissipation element 36 is configured to allow the heat dissipation medium to flow from the second housing 312 through the first housing 311 to the third housing 313. The third heat dissipation element 36 may be a fan structure. By disposing the third heat dissipation element 36 within the second housing 312, the rotation of the third heat dissipation element 36 can accelerate the flow of the heat dissipation medium within the fourth heat dissipation channel 314, thereby allowing the heat dissipation medium to flow more quickly into the first heat dissipation channel 1152. This allows the heat generated by the motor 11 to be promptly removed by the heat dissipation medium, thereby improving the heat dissipation efficiency of the motor 11.

[0161] In some examples, the second housing 312 is provided with a second air inlet 3127, and the second heat sink 35 is configured to allow the heat dissipation medium to enter the fourth heat dissipation channel 314 within the second housing 312 through the second air inlet 3127. Specifically, the provision of the second heat sink 35 not only accelerates the flow of the heat dissipation medium within the fourth heat dissipation channel 314, but also allows more heat dissipation medium to enter the fourth heat dissipation channel 314 within the second housing 312, thereby allowing more heat dissipation medium to flow more quickly into the first heat dissipation channel 1152. This allows the heat generated by the motor 11 to be promptly removed by the heat dissipation medium, thereby improving the heat dissipation efficiency of the motor 11.

[0162] In some embodiments, the heat dissipation mechanism 30 further includes a second heat dissipation member 35, which is located outside the third housing 313 and connected to the second portion 120 of the motor 11. The second heat dissipation member 35 is configured to allow heat dissipation medium to enter the first heat dissipation channel 1152 and flow to the fourth heat dissipation channel 314. Specifically, the second heat dissipation member 35 is disposed outside the third housing 313 and may be a fan structure. The first heat dissipation channel 1152 on the second portion 120 of the motor 11 serves as an air inlet channel. When the second heat dissipation member 35 rotates, the second heat dissipation member 35 drives the external heat dissipation medium to flow through the first heat dissipation channel 1152 and into the fourth heat dissipation channel 314, allowing heat generated by the motor 11 to be promptly removed by the heat dissipation medium, thereby helping to improve the heat dissipation efficiency of the motor 11.

[0163] It should be noted that when the motor 11 in the above embodiment is applied to the brake system 1, the air supply component 117 involved in the above embodiment is the second heat sink 35 here. For the convenience of description, the second heat sink 35 is used for explanation below.

[0164] In some embodiments, the heat dissipation mechanism 30 further includes a third heat dissipation element 36. The third heat dissipation element 36 is located within the fourth heat dissipation channel 314 within the second housing 312. An air outlet is defined in the second housing 312. The third heat dissipation element 36 is configured to allow the heat dissipation medium within the fourth heat dissipation channel 314 to flow out through the air outlet. The third heat dissipation element 36 may be a fan structure and is positioned corresponding to the air outlet. By positioning the third heat dissipation element 36 within the fourth heat dissipation channel 314 within the second housing 312, the rotation of the third heat dissipation element 36 can accelerate the flow of the heat dissipation medium within the fourth heat dissipation channel 314 and discharge the heat promptly. This allows the heat generated by the motor 11 to be promptly removed by the heat dissipation medium, thereby improving the heat dissipation efficiency of the motor 11.

[0165] In some embodiments, see Figure 11 、 Figure 13 as well as Figures 15 to 17 The second housing 312 includes a first sub-housing 3121, a second sub-housing 3122, and a top cover 3123. The first sub-housing 3121 is connected to the first housing 311, and a portion of the fourth heat dissipation channel 314 is formed within the first sub-housing 3121. The third heat sink 36 is disposed within the first sub-housing 3121. The second sub-housing 3122 is in communication with the first sub-housing 3121, and the first heat sink 34 is disposed within the second sub-housing 3122. The top cover 3123 is connected to the second sub-housing 3122 to enclose the first heat sink 34 within the second sub-housing 3122. The top cover 3123 is provided with a first air inlet 3126. When the first and third heat sinks 34 and 36 rotate, external heat dissipation medium enters the second sub-housing 3122 through the first air inlet 3126 on the top cover 3123 and flows into the first sub-housing 3121, removing heat generated by the circuit board 21 within the first housing 311.

[0166] Specifically, when a second air inlet 3127 is provided on the second sub-housing 3122 at a position corresponding to the third heat sink 36, the first sub-housing 3121 can also communicate with the first heat sink 3113 of the first housing 311, allowing heat dissipation medium to flow from the first sub-housing 3121 to the first heat sink 3113 of the first housing 311, thereby removing heat generated by the circuit board 21 within the first mounting area 3112. When an air outlet is provided on the second sub-housing 3122 at a position corresponding to the third heat sink 36, the third heat sink 36 is configured to allow the heat dissipation medium to enter the second sub-housing 3122 and the first sub-housing 3121 through the first air inlet 3126 before flowing out through the air outlet on the second sub-housing 3122, thereby promptly removing heat generated by the circuit board 21 and improving the heat dissipation efficiency of the circuit board 21.

[0167] Among them, the first shell 311, the first sub-shell 3121, the second sub-shell 3122 and the top cover 3123 can be fixedly connected by bolts and bolt holes, and can also be positioned by assembly protrusions, positioning shafts and positioning holes, etc., which will not be elaborated here.

[0168] In some embodiments, see Figure 11 、 Figure 18 and Figure 19 The third shell 313 includes a third sub-shell 3131 and a fourth sub-shell 3132. The third sub-shell 3131 is connected to the first shell 311, and the third sub-shell 3131 is communicated with the first heat dissipation area 3113 of the first shell 311. The fourth sub-shell 3132 is connected to the third sub-shell 3131, and the fourth sub-shell 3132 is communicated with the third sub-shell 3131. The first part 119 of the motor 11 extends into the third sub-shell 3131.

[0169] Among them, see Figure 11 and Figure 22 The motor 11 includes a housing 111, a drive shaft 114, a rotor 112 and a stator 113. The drive shaft 114 is partially located in the housing 111 and extends into the third sub-housing 3131. The drive shaft 114 is rotatably connected to the housing 111. The rotor 112 is located in the housing 111 and connected to the drive shaft 114. The stator 113 is located in the housing 111, and the outer peripheral surface of the stator 113 is connected to the inner surface of the housing 111. The stator 113 is used to drive the rotor 112 and the drive shaft 114 to rotate relative to the housing 111 to output power.

[0170] It should be noted that the structure of the motor 11 in the embodiment of the present application can refer to the relevant description of the motor 11 in the above embodiment, and will not be repeated here.

[0171] Among them, see Figure 11 、 Figure 21 and Figure 22 The power output end of the drive shaft 114 is provided with a rotating shaft flat position that can be connected to a counterpart such as a gear. The flat position can transmit the speed and torque output by the motor 11 to the counterpart, which is the power input of the braking mechanism 10. Three bearing positions are provided on the drive shaft 114, two of which are used to cooperate with the bearings provided in the housing 111, so that the drive shaft 114 can be accurately positioned in the housing 111, while reducing the loss of efficiency of the drive shaft 114 during rotation. In the embodiment of the present application, the length of the drive shaft 114 extending out of the housing 111 is relatively long. In order to ensure that the drive shaft 114 is sufficiently supported during rotation, the bearing position close to the power output end can cooperate with the third sub-housing 3131 through the bearing, thereby providing better centering and improving the driving efficiency of the motor 11.

[0172] It should be noted that the power output end of the drive shaft 114 is also connected to a radial magnet, and an angle sensor 24 is also provided on the circuit board 21. The radial magnet rotates with the motor 11. The angle sensor 24 can detect the magnetic field changes of the radial magnet and thus detect the speed of the motor 11 and send real-time data to the controller to realize real-time monitoring and control of the speed of the motor 11.

[0173] Please note that Figure 10 and Figure 11 The braking mechanism 10 also includes a transmission assembly 12, which is arranged in the third sub-housing 3131. The transmission assembly 12 includes an output gear, a double-linked tooth and a gear shaft, wherein the double-linked tooth cooperates with the output gear and the input gear on the drive shaft 114 at the same time, and the double-linked tooth is fixed in the third housing 313 through the gear shaft, and the lower part of the gear shaft cooperates with the gear mounting hole in the third sub-housing 3131, and the upper part of the gear shaft cooperates with the gear mounting position on the first housing 311. By fixing the gear shaft up and down, the double-linked tooth can have good centering and rotate around the gear shaft to transmit power. The output gear, the double-linked tooth and the gear shaft form a gear system, which can provide a larger transmission ratio and achieve the effect of deceleration and torque increase.

[0174] Among them, the output gear is connected to the screw shaft of the ball screw through a spline, thereby transmitting power to the ball screw. The ball screw is a spiral transmission conversion device that can convert rotational motion into linear pushing motion. The output end of the ball screw pushes the push plate to make linear motion to drive the brake pad to press against the brake disc, thereby achieving a braking effect and completing power transmission.

[0175] In some embodiments, when the second heat sink 35 is disposed in the fourth sub-shell 3132, the first heat sink 34 rotates to draw external heat dissipation medium from the first air inlet 3126 on the top cover 3123 into the second sub-shell 3122 and flow into the first sub-shell 3121. The heat dissipation medium will take away the heat (mainly the heat generated by the circuit board 21) on the heat dissipation fins 3125 in the first sub-shell 3121, and then the heat dissipation medium will flow to the right and merge with the heat dissipation medium entering from the second air inlet 3127 on the second sub-shell 3122, and flow downward together to the first heat dissipation area 3113 of the first shell 311, and then enter the third sub-shell 3131.

[0176] After the heat dissipation medium enters the third sub-shell 3131, the heat dissipation medium will be divided into two streams in the third sub-shell 3131, one of which flows to the left to the second heat dissipation channel 1141 in the drive shaft 114, and takes away the heat inside the drive shaft 114 downward along the second heat dissipation channel 1141; the other heat dissipation medium enters the fourth sub-shell 3132 downward, and is accelerated by the second heat dissipation member 35 to blow toward the first heat dissipation channel 1152 on the outer surface of the second part 120 of the motor 11 to take away the heat transferred from the stator 113 to the housing 111. By forming double heat dissipation inside and outside the motor 11, the heat dissipation efficiency of the motor 11 can be effectively improved.

[0177] Please note that Figure 10 、 Figure 11 and Figure 18 The third sub-housing 3131 includes a second mounting area 3131a and a second heat dissipation area 3131b. The second heat dissipation area 3131b is connected to the first heat dissipation area 3113 of the first housing 311. The transmission assembly 12 of the brake mechanism 10 is disposed within the second mounting area 3131a. The drive shaft 114 of the motor 11 extends into the third sub-housing 3131 and engages with the transmission assembly 12. When the second heat dissipation area 3131b is connected to the second mounting area 3131a, the heat dissipation medium enters the third sub-housing 3131 and is divided into the two streams described above within the third sub-housing 3131, thereby achieving dual internal and external heat dissipation of the motor 11.

[0178] When the second heat dissipation area 3131b is isolated from the second mounting area 3131a, after the heat dissipation medium enters the second heat dissipation area 3131b of the third sub-housing 3131, it will only be blown toward the first heat dissipation channel 1152 on the outer surface of the second portion 120 of the motor 11 by the second heat dissipation element 35, and will not enter the second heat dissipation channel 1141 inside the drive shaft 114. In other words, in this case, the second heat dissipation channel 1141 can be formed inside the drive shaft 114. This structural design allows the power output end of the drive shaft 114 and the transmission assembly 12 that cooperates therewith to be sealed and mounted within the second mounting area 3131a, thereby reducing the risk of corrosion of the power output end of the drive shaft 114 and the transmission assembly 12 due to the flow of external heat dissipation medium into the second mounting area 3131a.

[0179] Among them, the first shell 311 and the third sub-shell 3131 and the fourth sub-shell 3132 can be fixedly connected by bolts and bolt holes, and can also be positioned by assembly protrusions, positioning shafts and positioning holes, etc., which will not be elaborated here.

[0180] In some embodiments, when the second heat sink 35 is disposed outside the fourth sub-housing 3132, the opening on the second sub-housing 3122 corresponding to the third heat sink 36 is an air outlet, and the first heat sink 34 rotates to draw the external heat dissipation medium from the first air inlet 3126 on the top cover 3123 into the second sub-housing 3122 and flows into the first sub-housing 3121. The second heat sink 35 rotates to draw the external heat dissipation medium from the first heat dissipation channel 1152 of the motor 11 into the fourth sub-housing 3132, and flows into the first sub-housing 3121 through the second heat dissipation area 3131b of the third sub-housing 3131 and the first heat dissipation area 3113 of the first housing 311. The two streams of heat dissipation media converge in the first sub-housing 3121 and flow out through the air outlet on the second sub-housing 3122 under the blowing of the third heat sink 36, thereby taking out the heat generated by the motor 11 and the circuit board 21.

[0181] Please note that Figure 23 In the embodiment of the present application, the first heat sink 34, the second heat sink 35 and the third heat sink 36 can all be composed of fan blades 341, a fan rotor 342 and a fan stator 343. The first heat sink 34, the second heat sink 35 and the third heat sink 36 all have independent fan rotors 342 and fan stators 343. The first heat sink 34, the second heat sink 35 and the third heat sink 36 can all independently adjust the wind speed.

[0182] Among them, the fan stators 343 in the first heat sink 34, the second heat sink 35 and the third heat sink 36 are respectively pressed and fixed on the corresponding shells. The fan stators 343 are used to provide an alternating magnetic field to the fan rotor 342, thereby driving the fan rotor 342 to rotate at high speed. The blades 1173 are pressed on the fan rotor 342 and can rotate with the fan rotor 342. The blades 1173 can blow airflow during rotation, thereby introducing or leading out external heat dissipation medium, so that the heat dissipation medium flows in the heat dissipation mechanism 30, thereby realizing heat transfer.

[0183] Among them, there are two coaxial bearing mounting positions above and below the fan rotor 342. The inner ring of the fan bearing is pressed onto the bearing mounting position, and the outer ring is installed with clearance fit with the bearing mounting position on the corresponding shell, so that the first heat sink 34, the second heat sink 35 and the third heat sink 36 can be accurately positioned in the corresponding shell, while reducing efficiency loss during rotation.

[0184] The present application also provides a method for controlling a braking system, which can adopt the braking system of the above-mentioned embodiment, wherein the control mechanism 20 of the braking system 1 includes a circuit board 21, on which a first temperature sensor 22 is provided, the braking mechanism 10 of the braking system 1 includes a motor 11, and the heat dissipation mechanism 30 of the braking system 1 includes a first heat dissipation member 34, a second heat dissipation member 35, and a third heat dissipation member 36. The first heat dissipation member 34 is provided corresponding to the circuit board 21, the second heat dissipation member 35 is provided corresponding to the motor 11, and the third heat dissipation member 36 is provided in the heat dissipation channel between the first heat dissipation member 34 and the second heat dissipation member 35. The specific structure and arrangement of the circuit board 21, the motor 11, the first heat dissipation member 34, the second heat dissipation member 35, and the third heat dissipation member 36 can be referred to the relevant description in the above-mentioned embodiment and will not be repeated here.

[0185] See also Figure 24 , the control method of the braking system mainly includes the following steps:

[0186] S100a, using the first temperature sensor 22 to monitor the temperature value of the circuit board 21, and comparing the temperature value with a first preset threshold and / or a second preset threshold; the first preset threshold is greater than the second preset threshold.

[0187] During operation, the braking system 1 will use the first temperature sensor 22 on the circuit board 21 to monitor the temperature of the circuit board 21 in real time, so as to judge the heating state of the circuit board 21 according to the monitored temperature value, and regulate the heat dissipation mode of the first heat sink 34, the second heat sink 35 and the third heat sink 36 according to the relationship between the monitored temperature value and the preset threshold value, so that the heat on the circuit board 21 can be discharged in time, thereby ensuring that the circuit board 21 is in a better working state.

[0188] The first preset threshold is greater than the second preset threshold. Specifically, the first preset threshold is the extreme temperature point of the circuit board 21, meaning that the circuit board 21 may burn if this temperature is exceeded. In actual settings, the first preset threshold is set to 5-10°C lower than the actual lower limit of the burnout temperature to ensure safe use of the circuit board 21. The second preset threshold is the normal temperature point of the circuit board 21, meaning that the circuit board 21 can operate normally at this temperature. In actual settings, the second preset threshold can be set 5-10°C lower than the room temperature of 25°C to prevent damage to the circuit board 21 due to delayed temperature transfer or excessive temperature rise.

[0189] S200a: If the temperature value is greater than the first preset threshold, the first heat dissipation element 34, the second heat dissipation element 35 and the third heat dissipation element 36 are controlled to adjust to a first wind speed.

[0190] During the operation of the braking system 1, if the temperature value of the circuit board 21 monitored by the first temperature sensor 22 is greater than the first preset threshold value, that is, the temperature value of the circuit board 21 is close to the limit temperature point, the controller in the control mechanism 20 will issue a warning to the driver and simultaneously control the first heat sink 34, the second heat sink 35 and the third heat sink 36 to adjust the wind speed to the first wind speed to quickly dissipate heat and cool the circuit board 21 to prevent the circuit board 21 from directly burning.

[0191] Among them, the first wind speed is the limit wind speed of the first heat sink 34, the second heat sink 35 and the third heat sink 36. This wind speed is the maximum wind speed that the first heat sink 34, the second heat sink 35 and the third heat sink 36 can provide, and is a full power output state without considering power consumption.

[0192] S200b. If the temperature value is less than the first preset threshold and greater than the second preset threshold, the first heat sink 34 is controlled to adjust to the first wind speed, the third heat sink 36 is adjusted to the second wind speed, and the second heat sink 35 is adjusted to the third wind speed; the first wind speed is greater than the second wind speed, and the second wind speed is greater than the third wind speed.

[0193] During the operation of the braking system 1, if the temperature value of the circuit board 21 monitored by the first temperature sensor 22 is less than the first preset threshold value and greater than the second preset threshold value, that is, the temperature value of the circuit board 21 is less than the limit temperature and greater than the normal temperature, the controller in the control mechanism 20 will control the first heat sink 34 to adjust to the first wind speed, the third heat sink 36 to adjust to the second wind speed, and the second heat sink 35 to adjust to the third wind speed.

[0194] The first wind speed is greater than the second wind speed, and the second wind speed is greater than the third wind speed. Specifically, the second wind speed is a normal wind speed, which is a balanced wind speed selected between the maximum wind speed and the power-saving wind speed of the first heat sink 34, the second heat sink 35, and the third heat sink 36, and can balance power consumption and heat dissipation. The third wind speed is a silent wind speed, which is the power-saving wind speed of the first heat sink 34, the second heat sink 35, and the third heat sink 36. This wind speed is relatively low but extremely power-saving.

[0195] In this case in the embodiment of the present application, by adjusting the first heat sink 34 to the first wind speed, the third heat sink 36 to the second wind speed, and the second heat sink 35 to the third wind speed, a positive pressure can be created in the heat dissipation channel. At this time, the incoming wind force is large and the outgoing wind force is small. In this way, the temperature of the circuit board 21 can be reduced in a focused manner while ensuring safety and saving energy, thereby ensuring that the circuit board 21 is in a better working condition.

[0196] S200c: If the temperature value is less than the second preset threshold, control the first heat dissipation element 34, the second heat dissipation element 35 and the third heat dissipation element 36 to adjust to a third wind speed.

[0197] During the operation of the braking system 1, if the temperature value of the circuit board 21 monitored by the first temperature sensor 22 is lower than the second preset threshold value, that is, the temperature value of the circuit board 21 is lower than the normal temperature, the controller in the control mechanism 20 will simultaneously control the first heat sink 34, the second heat sink 35 and the third heat sink 36 to adjust to the third wind speed, that is, the first heat sink 34, the second heat sink 35 and the third heat sink 36 are simultaneously set to a silent wind speed or directly turned off. At this time, it is the power-saving mode of the first heat sink 34, the second heat sink 35 and the third heat sink 36, which can effectively save energy.

[0198] The present application also provides a control method for a braking system, which can adopt the braking system of the above-mentioned embodiment, wherein the braking mechanism 10 of the braking system 1 includes a motor 11, on which a second temperature sensor 23 is provided, the control mechanism 20 of the braking system 1 includes a circuit board 21, and the heat dissipation mechanism 30 of the braking system 1 includes a first heat dissipation member 34, a second heat dissipation member 35, and a third heat dissipation member 36. The first heat dissipation member 34 is provided corresponding to the circuit board 21, the second heat dissipation member 35 is provided corresponding to the motor 11, and the third heat dissipation member 36 is provided in the heat dissipation channel between the first heat dissipation member 34 and the second heat dissipation member 35. The specific structure and arrangement of the circuit board 21, the motor 11, the first heat dissipation member 34, the second heat dissipation member 35, and the third heat dissipation member 36 can be referred to the relevant description in the above-mentioned embodiment, and will not be repeated here.

[0199] See also Figure 25 , the control method of the braking system mainly includes the following steps:

[0200] S100b, using the second temperature sensor 23 to monitor the temperature value of the motor 11, and comparing the temperature value with a third preset threshold and / or a fourth preset threshold; the third preset threshold is greater than the fourth preset threshold.

[0201] During operation, the braking system 1 will use the second temperature sensor 23 on the motor 11 to monitor the temperature of the motor 11 in real time, so as to judge the heating state of the motor 11 according to the monitored temperature value, and regulate the heat dissipation mode of the first heat sink 34, the second heat sink 35 and the third heat sink 36 according to the relationship between the monitored temperature value and the preset threshold value, so that the heat on the motor 11 can be discharged in time, thereby ensuring that the motor 11 is in a better working state.

[0202] The third preset threshold is greater than the fourth preset threshold. Specifically, the third preset threshold is the extreme temperature point of the motor 11, meaning that the motor 11 may burn out if this temperature is exceeded. In the actual setting process, the third preset threshold is set to 5-10°C lower than the actual lower limit of the burnout temperature to ensure the safe use of the motor 11. The fourth preset threshold is the normal temperature point of the motor 11, meaning that the motor 11 can operate normally at this temperature. In the actual setting process, the fourth preset threshold can be set to 5-10°C lower than the room temperature of 25°C to prevent damage to the motor 11 due to untimely temperature transfer or excessive temperature rise.

[0203] S200d: If the temperature value is greater than the third preset threshold, control the first heat dissipation element 34, the second heat dissipation element 35 and the third heat dissipation element 36 to adjust to the first wind speed.

[0204] During the operation of the braking system 1, if the temperature value of the motor 11 monitored by the second temperature sensor 23 is greater than the third preset threshold value, that is, the temperature value of the motor 11 is close to the limit temperature point, the controller in the control mechanism 20 will issue a warning to the driver, and at the same time control the first heat sink 34, the second heat sink 35 and the third heat sink 36 to adjust the wind speed to the first wind speed, so as to quickly dissipate heat and cool down the motor 11 to prevent the motor 11 from burning directly.

[0205] Among them, the first wind speed is the limit wind speed of the first heat sink 34, the second heat sink 35 and the third heat sink 36. This wind speed is the maximum wind speed that the first heat sink 34, the second heat sink 35 and the third heat sink 36 can provide, and is a full power output state without considering power consumption.

[0206] S200e. If the temperature value is less than the third preset threshold and greater than the fourth preset threshold, the second heat sink 35 is controlled to adjust to the first wind speed, the third heat sink 36 is adjusted to the second wind speed, and the first heat sink 34 is adjusted to the third wind speed; the first wind speed is greater than the second wind speed, and the second wind speed is greater than the third wind speed.

[0207] During the operation of the braking system 1, if the temperature value of the motor 11 monitored by the second temperature sensor 23 is less than the third preset threshold and greater than the fourth preset threshold, that is, the temperature value of the motor 11 is less than the limit temperature and greater than the normal temperature, the controller in the control mechanism 20 will control the second heat sink 35 to adjust to the first wind speed, the third heat sink 36 to adjust to the second wind speed, and the first heat sink 34 to adjust to the third wind speed.

[0208] The first wind speed is greater than the second wind speed, and the second wind speed is greater than the third wind speed. Specifically, the second wind speed is a normal wind speed, which is a balanced wind speed selected between the maximum wind speed and the power-saving wind speed of the first heat sink 34, the second heat sink 35, and the third heat sink 36, and can balance power consumption and heat dissipation. The third wind speed is a silent wind speed, which is the power-saving wind speed of the first heat sink 34, the second heat sink 35, and the third heat sink 36. This wind speed is relatively low but extremely power-saving.

[0209] In this case in the embodiment of the present application, by adjusting the second heat sink 35 to the first wind speed, the third heat sink 36 to the second wind speed, and the first heat sink 34 to the third wind speed, a negative pressure can be created in the heat dissipation channel. At this time, the incoming wind force is small and the outgoing wind force is large. In this way, the temperature of the motor 11 can be reduced in a focused manner while ensuring safety and saving energy, thereby ensuring that the motor 11 is in a better working condition.

[0210] S200f, if the temperature value is less than the fourth preset threshold, control the first heat dissipation element 34, the second heat dissipation element 35 and the third heat dissipation element 36 to adjust to the third wind speed.

[0211] During the operation of the braking system 1, if the temperature value of the motor 11 monitored by the second temperature sensor 23 is lower than the fourth preset threshold value, that is, the temperature value of the motor 11 is lower than the normal temperature, the controller in the control mechanism 20 will simultaneously control the first heat sink 34, the second heat sink 35 and the third heat sink 36 to adjust to the third wind speed, that is, the first heat sink 34, the second heat sink 35 and the third heat sink 36 are simultaneously set to a silent wind speed or directly turned off. At this time, it is the power-saving mode of the first heat sink 34, the second heat sink 35 and the third heat sink 36, which can effectively save energy.

[0212] It should be noted that the control method of the braking system 1 provided in the embodiment of the present application includes not only temperature control but also braking control. The control mechanism 20 in the braking system 1 includes a radial magnet, an angle sensor 24, a force sensor 25 and a circuit board 21. The radial magnet is installed in the blind hole of a non-magnetic magnet cap. The lower surface of the magnet cap is fixedly connected to the input gear of the motor 11. An angle sensor 24 is welded under the circuit board 21, and the four are coaxial in the axial direction.

[0213] During operation of brake system 1, the radial magnet rotates with motor 11. Angle sensor 24 detects changes in the radial magnet's magnetic field, thereby detecting the rotational speed of motor 11 and sending real-time data to the controller, enabling real-time monitoring and control of motor 11 rotational speed. Force sensor 25, positioned within the direct-thrust mechanism flange of brake mechanism 10 and aligned with the caliper, monitors the braking force of the direct-thrust mechanism in real time and sends this data to the controller, enabling real-time monitoring and closed-loop control of the braking force.

[0214] Specifically, during the driving braking process, the force sensor 25 and the angle sensor 24 are monitored in real time. After the clamping signal is sent in the first half of the braking process, the controller supplies power to the motor 11, and the motor 11 rotates forward to drive the direct push mechanism out. The force sensor 25 is pressurized and returns the detected braking force to the controller. If the force value detected by the force sensor 25 is less than the target force value, the clamping signal will be sent continuously, and the motor 11 will rotate forward until the force value detected by the force sensor 25 is equal to the target force value. At this time, the motor 11 will continue to work to maintain the torque; if in the second half of the braking process, the target braking force required by the vehicle decreases, the motor 11 will be controlled to reverse, so as to achieve the required braking force.

[0215] An embodiment of the present application also provides a vehicle, which includes a motor. The specific structure of the motor refers to the above embodiment. Since the vehicle in this application adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0216] An embodiment of the present application also provides a vehicle, which includes a braking system. The specific structure of the braking system refers to the above embodiment. Since the vehicle in this application adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0217] It should be noted that the vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and the embodiments of the present application do not specifically limit this.

[0218] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0219] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0220] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0221] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A motor, characterized in that: include: A housing, wherein an outer surface of the housing is provided with a heat dissipation structure; The heat dissipation structure includes a plurality of heat dissipation elements, which are arranged at intervals along the circumference of the housing, and a first heat dissipation channel is formed between any two adjacent heat dissipation elements.

2. The motor according to claim 1, characterized in that The heat sink includes a first heat sink and a second heat sink, wherein the second heat sink is connected to the first heat sink, the first heat sink is connected to the outer surface of the housing, and the second heat sink is protruding from at least one side of the first heat sink along the circumference of the housing.

3. The motor according to claim 2, characterized in that The first heat dissipation portion extends on the housing along the axial direction of the motor; and / or the second heat dissipation portion extends on the housing along the axial direction of the motor.

4. The motor according to claim 2, characterized in that The first heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals, and the second heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals; or, The first heat dissipation parts of two adjacent heat dissipation elements are arranged at intervals, and the second heat dissipation parts of two adjacent heat dissipation elements are connected to each other.

5. The motor according to claim 1, characterized in that The first heat dissipation channel passes through the first end portion of the housing and the second end portion of the housing.

6. The motor according to claim 1, characterized in that It also includes a drive shaft rotating in the shell, a stator is fixed in the shell, a rotor is fixed on the drive shaft, both ends of the drive shaft extend to the outside of the motor shell, a second heat dissipation channel is formed in the drive shaft, and the second heat dissipation channel passes through at least one end of the drive shaft.

7. The motor according to claim 6, characterized in that The drive shaft includes a first end and a second end opposite to each other, the first end being a power output end of the drive shaft; the second heat dissipation channel passes through the second end and forms a first opening at the second end.

8. The motor according to claim 7, characterized in that The driving shaft is provided with a second opening at the first end, and the second opening is connected to the second heat dissipation channel.

9. The motor according to claim 7, characterized in that The drive shaft includes a main body and a connecting portion. The main body is rotatably connected to the outer shell. The second heat dissipation channel is formed in the main body. The connecting portion is located in the outer shell. The connecting portion is protruded from the outer circumferential surface of the main body and is used to connect to the rotor.

10. The motor according to claim 9, characterized in that A third heat dissipation channel is formed in the connecting portion, and the third heat dissipation channel passes through the connecting portion along the axial direction of the driving shaft.

11. The motor according to claim 10, characterized in that The third heat dissipation channel includes a first section and a second section that are interconnected along the axial direction of the drive shaft, the first section includes an annular groove extending along the circumference of the drive shaft, and the second section includes a through hole extending along the axial direction of the drive shaft, and the through hole is connected to the annular groove.

12. The motor according to claim 11, characterized in that The second section includes a plurality of through holes, the plurality of through holes are distributed along the circumference of the drive shaft, and the plurality of through holes are respectively connected to the annular groove.

13. The motor according to claim 12, characterized in that The third heat dissipation channel includes two sections of the first section, and the second section is connected between the two sections of the first section.

14. The motor according to claim 11, characterized in that The motor further includes a spoiler assembly, which is located in the housing and rotatably connected to the main body. The spoiler assembly is used to allow air to circulate in the third heat dissipation channel.

15. The motor according to claim 1, characterized in that The motor further includes an air supply component, which is used to allow the heat dissipation medium to flow to the heat dissipation structure.

16. The motor according to claim 6, characterized in that The motor further includes an air supply component, which is used to allow the heat dissipation medium to flow to the heat dissipation structure and the second heat dissipation channel.

17. The motor according to claim 15 or 16, characterized in that The air supply assembly includes: A flow guide cover is used to cooperate with the shell, the flow guide cover has a flow guide channel, and the flow area of the flow guide channel increases in a direction away from the shell; The blades are located in the guide channel.

18. The electric machine according to any one of claims 1 to 16, characterized in that A plurality of first protrusions are provided on the inner surface of one end of the shell along the axial direction.

19. The motor according to claim 18, characterized in that A plurality of first protrusions are arranged at intervals along the circumference of the housing.

20. The motor according to claim 14, characterized in that A plurality of first protrusions are provided on the inner surface of one end of the shell along the axial direction, and the first protrusions and the spoiler assembly are arranged opposite to each other along the axial direction of the shell.

21. The electric machine according to any one of claims 1 to 16, characterized in that The outer surface of one end of the housing along the axial direction is a guide slope, and the guide slope is used to guide the heat dissipation medium to the heat dissipation structure.

22. The electric machine according to any one of claims 1 to 16, characterized in that The motor further includes a cover plate connected to the housing, and a plurality of second protrusions are provided on a side of the cover plate facing the housing.

23. The motor according to claim 22, characterized in that A plurality of second protrusions are arranged at intervals along the circumference of the cover plate.

24. A braking system, characterized in that: A motor comprising the motor according to any one of claims 1 to 23.

25. The braking system according to claim 24, characterized in that Also includes: Braking mechanism; a control mechanism connected to the brake mechanism, the control mechanism being used to control the brake mechanism to provide braking force; A heat dissipation mechanism is connected to the control mechanism and / or the braking mechanism, and is used to dissipate heat from the control mechanism and / or the braking mechanism.

26. The braking system according to claim 25, characterized in that The heat dissipation mechanism includes a housing assembly, the control mechanism is partially located in the housing assembly, the housing assembly is connected to the control mechanism, and the housing assembly is used to dissipate heat for the control mechanism.

27. The braking system according to claim 26, characterized in that A fourth heat dissipation channel is formed in the housing assembly.

28. The braking system according to claim 27, characterized in that The housing assembly includes a first housing, the control mechanism includes a circuit board, the circuit board is connected to the braking mechanism, the circuit board is located in the first housing, and the fourth heat dissipation channel is partially formed on the outer surface of the first housing.

29. The braking system according to claim 28, characterized in that The housing assembly includes a second housing connected to the first housing, and the fourth heat dissipation channel is partially formed in the second housing.

30. The braking system according to claim 29, wherein: A plurality of heat dissipation fins are provided in the second shell, and a portion of the fourth heat dissipation channel is formed between two adjacent heat dissipation fins.

31. The braking system according to claim 29, wherein: The heat dissipation mechanism includes a first heat dissipation element, which is located in the second shell. The second shell is provided with a first air inlet. The first heat dissipation element is used to allow heat dissipation medium to enter the fourth heat dissipation channel in the second shell through the first air inlet.

32. The braking system according to claim 31, characterized in that The first heat dissipation element and the circuit board are arranged opposite to each other along the thickness direction of the circuit board.

33. The braking system according to claim 29, wherein: The housing assembly includes a third housing, the braking mechanism is partially located in the third housing, the third housing is connected to the braking mechanism, and the third housing is used to dissipate heat for the braking mechanism.

34. The braking system according to claim 33, wherein: The third housing, the first housing, and the second housing are connected to each other, and the fourth heat dissipation channel is partially formed in the third housing.

35. The braking system according to claim 34, characterized in that The motor includes a first portion located inside the third housing and a second portion located outside the third housing. The first heat dissipation channel is formed on an outer surface of the second portion of the motor, and the first heat dissipation channel is connected to the fourth heat dissipation channel.

36. The braking system according to claim 35, characterized in that A second heat dissipation channel is formed in the first part of the motor. The second heat dissipation channel runs through the second part of the motor. The second heat dissipation channel is communicated with the fourth heat dissipation channel.

37. The braking system according to claim 36, characterized in that The heat dissipation mechanism further includes a second heat dissipation member, which is located in the third housing and connected to the first part of the motor. The second heat dissipation member is used to allow the heat dissipation medium in the fourth heat dissipation channel to flow to the first heat dissipation channel.

38. The braking system according to claim 37, characterized in that The first part includes a driving shaft of the motor, and the driving shaft drives the second heat sink to rotate.

39. The braking system according to claim 36, wherein: The heat dissipation mechanism further includes a third heat dissipation element, which is located in a fourth heat dissipation channel in the second shell. The third heat dissipation element is used to allow heat dissipation medium to flow from the second shell through the first shell to the third shell.

40. The braking system according to claim 39, wherein: The second shell is provided with a second air inlet, and the third heat sink is used to allow the heat dissipation medium to enter the fourth heat dissipation channel in the second shell through the second air inlet.

41. The braking system according to claim 36, wherein: The heat dissipation mechanism also includes a second heat dissipation member, which is located outside the third shell and connected to the second part of the motor. The second heat dissipation member is used to allow the heat dissipation medium to enter the first heat dissipation channel and flow to the fourth heat dissipation channel.

42. The braking system according to claim 41, characterized in that The heat dissipation mechanism further includes a third heat dissipation element, which is located in a fourth heat dissipation channel in the second shell. An air outlet is provided on the second shell, and the third heat dissipation element is used to allow the heat dissipation medium in the fourth heat dissipation channel to flow out through the air outlet.

43. A vehicle, characterized in that: The motor comprises the motor according to any one of claims 1 to 23 or the brake system according to any one of claims 24 to 42.

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