Vehicle control system and vehicle

Abstract

The present application relates to the technical field of vehicle control, in particular to a vehicle control system and a vehicle. The vehicle control system comprises a support assembly, a driving assembly, a heat dissipation assembly and a braking assembly. The driving assembly is connected with the support assembly. The heat dissipation assembly comprises a connecting unit and a heat dissipation unit. One end of the connecting unit is connected with the driving assembly, and the other end is connected with the heat dissipation unit. The braking assembly comprises a brake pad and a brake disc. The brake pad is slidingly connected with the support assembly. The driving assembly is drivingly connected with the brake pad through the heat dissipation unit. The brake pad moves towards or away from the brake disc. The braking state of the vehicle control system comprises that the driving assembly drives the brake pad to move towards the brake disc through the heat dissipation unit, and the heat dissipation unit moves into an airflow channel between the support assembly and the brake pad. The heat dissipation unit and the brake pad at least semi-enclose a hollow heat insulation region. Thus, the problem that the heat of the brake pad is excessively transferred to the driving assembly is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle control system and a vehicle. BACKGROUND

[0002] The vehicle control system mainly consists of a driving assembly, a brake disc and a brake pad. The brake disc is fixedly installed on the driving shaft of the vehicle and rotates synchronously with the driving shaft. The driving assembly pushes the brake pad to move towards the brake disc according to the control instruction, and the friction generated by the abutment of the brake pad and the brake disc converts the kinetic energy into heat energy, thereby reducing the rotating speed of the brake disc.

[0003] When the brake disc and the brake pad abut and rub, heat is generated. When the heat is transferred to the driving assembly, the temperature of the driving assembly is too high, and at least some parts of the driving assembly will be negatively affected, for example, the dust cover is damaged by heat melting, and the brake pad cannot fully reduce the speed of the brake disc. SUMMARY

[0004] To solve the problem that too much heat of the brake pad is transferred to the driving assembly, the present application provides a vehicle control system and a vehicle.

[0005] In a first aspect, the present application provides a vehicle control system, which comprises:

[0006] a support assembly;

[0007] a driving assembly connected with the support assembly;

[0008] a heat dissipation assembly comprising a connecting unit and a heat dissipation unit; one end of the connecting unit is connected with the driving assembly, and the other end is connected with the heat dissipation unit;

[0009] a brake assembly comprising a brake pad and a brake disc; the brake pad is slidingly connected with the support assembly; the driving assembly is drivingly connected with the brake pad through the heat dissipation unit; the brake pad moves towards or away from the brake disc;

[0010] The brake state of the vehicle control system includes that the driving assembly drives the brake pad to move towards the brake disc through the heat dissipation unit, and the heat dissipation unit moves into the airflow channel between the support assembly and the brake pad; the abutment area between the heat dissipation unit and the brake pad at least half-encloses a hollow heat insulation area, and the brake pad and the driving assembly are arranged apart and located on the two sides of the heat insulation area, respectively.

[0011] In some embodiments, the heat dissipation unit comprises a first arc portion and a first heat dissipation hole; the first arc portion is connected at one end of the connecting unit away from the driving assembly; and the first heat dissipation hole penetrates through the first arc portion.

[0012] The braking state further comprises that the driving assembly drives the brake pad to move towards the brake disc through the first arc portion, the first arc portion and the first heat dissipation hole are moved into the airflow passage between the support assembly and the brake pad; the first arc portion and the region of abutment with the brake pad at least semi-surround a hollow heat insulation region.

[0013] In some embodiments, the central axis of the first heat dissipation hole is parallel to the first direction;

[0014] The braking state further comprises that the airflow passes through the first heat dissipation hole and the heat insulation region along the first direction.

[0015] In some embodiments, the heat dissipation unit further comprises a second arc portion and a second heat dissipation hole; the second arc portion is connected to one end of the connecting unit close to the first arc portion; the second heat dissipation hole penetrates through the second arc portion; a set region is arranged separately from the second heat dissipation hole and the second arc portion; the second heat dissipation hole penetrates through the second arc portion along a second direction; wherein the set region is a path region of the airflow passing through the first heat dissipation hole along the first direction; the minimum included angle between the first direction and the second direction is 80°-150°.

[0016] The braking state further comprises that the driving assembly drives the brake pad to move towards the brake disc through the first arc portion and the second arc portion, the connecting unit drives the first arc portion, the first heat dissipation hole, the second arc portion and the second heat dissipation hole to move into the airflow passage between the support assembly and the brake pad, and the first arc portion and the second arc portion at least semi-surround a hollow heat insulation region in the region of abutment with the brake pad, respectively.

[0017] In some embodiments, the cross-sectional area of one second heat dissipation hole is smaller than the cross-sectional area of one first heat dissipation hole.

[0018] In some embodiments, A>B; wherein A is the maximum thickness of the first arc portion along the radial direction of the driving assembly, and B is the maximum thickness of the second arc portion along the radial direction of the driving assembly.

[0019] In some embodiments, the heat dissipation assembly further comprises a heat dissipation groove; the heat dissipation groove is recessed from the side of the second arc portion away from the driving assembly towards the driving assembly.

[0020] In some embodiments, the heat dissipation unit comprises two first arc portions and two second arc portions; the first arc portions and the second arc portions are sequentially and alternately connected to form a ring body; the two first arc portions are sequentially arranged along the first direction.

[0021] The brake state further includes that the first arc portion and the second arc portion respectively abut against the brake pad, and the area surrounding the abutment region is a hollow heat insulation region.

[0022] In a second aspect, the present application provides a vehicle, the vehicle comprising the vehicle control system of any one of the first aspect, the vehicle further comprising:

[0023] a vehicle body, the support assembly being connected to the vehicle body;

[0024] a drive shaft, the drive shaft being connected to the vehicle body; the drive shaft being connected to the brake disc.

[0025] In some embodiments, the heat dissipation unit comprises a first arc portion and a first heat dissipation hole; the first arc portion is connected to one end of the connection unit away from the drive assembly; the first heat dissipation hole penetrates through the first arc portion along a first direction; the first direction is parallel to the traveling direction of the vehicle body.

[0026] To solve the problem that too much heat of the brake pad is transferred to the drive assembly, the present application has the following advantages:

[0027] By the drive assembly pushing the connection unit, the connection unit drives the heat dissipation unit to move the brake pad towards the brake disc, and the heat dissipation unit moves into the airflow channel between the support assembly and the brake pad; the abutment region between the heat dissipation unit and the brake pad at least half-encloses a hollow heat insulation region; the brake pad is arranged apart from the drive assembly and is located on both sides of the heat insulation region, respectively; thereby, when the brake pad and the brake disc abut and rub, the heat generated by the friction is sequentially transferred to the drive assembly through the heat dissipation unit and the connection unit. This structure makes the abutment area between the heat dissipation unit and the brake pad smaller, reducing the heat transferred to the drive assembly; at the same time, the gas in the airflow channel flows through the surface of the heat dissipation unit, which can take away the heat accumulated by the heat dissipation unit, further reducing the heat transferred to the drive assembly, avoiding that the drive assembly is damaged due to high temperature, for example, preventing the dust cover from melting or the brake pad from reducing the braking efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 Fig. 1 shows a first perspective view of a vehicle control system according to an embodiment;

[0029] Figure 2 Fig. 2 shows a second perspective view of a vehicle control system according to an embodiment;

[0030] Figure 3 Fig. 3 shows a third perspective view of a vehicle control system according to an embodiment;

[0031] Figure 4 Fig. 4 shows a cross-sectional view of a vehicle control system according to an embodiment;

[0032] Figure 5 A cross-sectional view of a heat dissipation assembly of an embodiment is shown;

[0033] Figure 6 A first perspective view of a heat dissipation assembly of an embodiment is shown;

[0034] Figure 7 A schematic view of a drive assembly and a heat dissipation assembly of an embodiment is shown;

[0035] Figure 8 A second perspective view of a heat dissipation assembly of an embodiment is shown;

[0036] Figure 9 A third perspective view of a heat dissipation assembly of an embodiment is shown;

[0037] Figure 10 A schematic view of a vehicle of an embodiment is shown.

[0038] Reference signs: 10 support assembly, 20 drive assembly, 21 drive part, 22 piston cylinder, 23 piston rod, 24 dustproof sleeve, 30 brake assembly, 31 brake pad, 32 brake disc, 40 heat dissipation assembly, 41 connecting unit, 42 heat dissipation unit, 421 first arc part, 422 first heat dissipation hole, 423 second arc part, 424 second heat dissipation hole, 425 heat dissipation groove, 50 vehicle body, 60 drive shaft. DETAILED DESCRIPTION

[0039] The present disclosure will now be discussed with reference to a number of example embodiments. It should be appreciated that these embodiments are discussed merely to provide a better understanding of, and thus enable the practice of, the present disclosure, and are not intended to represent the scope of the present disclosure.

[0040] As used herein, the term "includes" and its variants are to be read as open-ended terms that mean "includes, but is not limited to." The term "based on" is to be construed as "based at least in part on." The terms "one embodiment" and "an embodiment" are to be understood to mean "at least one embodiment." The term "another embodiment" is to be understood to mean "at least one other embodiment." The terms "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," "longitudinal," and the like are used for description only and do not indicate or imply any specific orientation or positioning of the apparatus, elements, or components described herein. These terms are used merely to facilitate description of the application and its embodiments, and are not intended to limit the scope of the apparatus, elements, or components described herein to a particular orientation or configuration. Also, the terms "upper," "lower," "front," "back," "side," "frame," "member," "portion," "section," "part," and the like can have meanings other than those which are strictly literal in light of the context in which the terms are used. The specific meaning to be attributed to the terms can be apparent on their context and / or can be indicated by definition specifically recited in connection with the terms. Furthermore, the terms "mount," "position," "provide," "set," "connect," "couple," and the like should be given their broadest meaning, including, but not limited to, fixed connections, removable connections, or integral constructions. The terms can include mechanical connections, electrical connections, or internal connections between two devices, elements, or components. The specific meaning to be attributed to the terms can be apparent on their context and / or can be indicated by definition specifically recited in connection with the terms. Furthermore, the terms "first," "second," and the like are used merely to identify different elements, and do not indicate or imply a relative importance or a quantity of the identified elements. Unless otherwise specified, the term "plurality" means two or more.

[0041] During the operation of the vehicle control system, when the brake pad 31 is moved towards the brake disc 32 under the driving of the driving assembly 20 and abuts against the brake disc 32 to generate friction, a large amount of heat is generated. The heat is transferred to the driving assembly 20 via the heat dissipation unit 42 and the connecting unit 41, causing the temperature of the driving assembly 20 to rise. If the driving assembly 20 continuously stays at a high temperature, the internal parts of the driving assembly 20 can be damaged due to overheating.

[0042] Embodiment One:

[0043] The present embodiment provides a vehicle control system, as shown in Figure 1 , Figure 2 , Figure 3 , Figure 4 The vehicle control system includes a support assembly 10, a driving assembly 20, a heat dissipation assembly 40, and a brake assembly 30.

[0044] The support assembly 10 can be used to connect with the vehicle body 50, thereby providing support for the vehicle control system.

[0045] The drive assembly 20 can be connected with the support assembly 10.

[0046] The heat dissipation assembly 40 comprises a connecting unit 41 and a heat dissipation unit 42; one end of the connecting unit 41 is connected with the drive assembly 20, and the other end is connected with the heat dissipation unit 42; the drive assembly 20 can drive the heat dissipation unit 42 to move along a predetermined path through the connecting unit 41.

[0047] The brake assembly 30 comprises a brake pad 31 and a brake disc 32; the brake pad 31 can be slidingly connected with the support assembly 10; the drive assembly 20 can push the connecting unit 41, so that the connecting unit 41 is drivingly connected with the brake pad 31 through the heat dissipation unit 42; the brake pad 31 can move towards or away from the brake disc 32; when the brake pad 31 moves to abut and rub against the brake disc 32, the brake pad 31 can slow down the brake disc 32 or keep the brake disc 32 stationary, thereby achieving vehicle speed reduction or vehicle parking brake.

[0048] The brake state of the vehicle control system comprises that the drive assembly 20 pushes the connecting unit 41, so that the connecting unit 41 drives the brake pad 31 to move towards the brake disc 32 through the heat dissipation unit 42, and the heat dissipation unit 42 moves into the airflow passage between the support assembly 10 and the brake pad 31; the heat dissipation unit 42 at least semi-surrounds a hollow heat insulation region in the abutment area with the brake pad 31, and the brake pad 31 is spaced apart from the drive assembly 20 and located on both sides of the heat insulation region, respectively. When the brake pad 31 moves to abut and rub against the rotating brake disc 32 under the drive of the drive assembly 20, the heat generated by the friction can be transmitted to the drive assembly 20 through the heat dissipation unit 42 and the connecting unit 41 in turn. This arrangement can make the abutment area between the heat dissipation unit 42 and the brake pad 31 smaller, reducing the heat transmitted from the brake pad 31 to the drive assembly 20. At the same time, the airflow in the airflow passage can pass through the surface of the heat dissipation unit 42, so that the heat dissipation unit 42 exchanges heat with the airflow, thereby cooling the heat dissipation unit 42 and further reducing the heat transmitted to the drive assembly 20, thereby achieving the effect of preventing the drive assembly 20 from being damaged.

[0049] Further, the end of the heat dissipation unit 42 away from the connecting unit 41 can be coated with a heat insulation coating, thereby reducing the heat transmitted from the brake pad 31 to the heat dissipation unit 42; for example, Figure 4As shown, the driving assembly 20 can include a driving part 21, a piston cylinder 22, a piston rod 23, a dust cover 24; the driving part 21 is movably connected with the support assembly 10. The piston rod 23 is drivingly connected with the driving part 21. The piston cylinder 22 is slidingly connected with the inner circumferential wall of the support assembly 10. The piston rod 23 is arranged in the space surrounded by the piston cylinder 22. The piston cylinder 22 is connected with the connecting unit 41 at the end close to the brake pad 31. The driving part 21 rotates around its own axis to drive the piston rod 23 to move axially along the piston rod 23, so that the piston rod 23 drives the brake pad 31 to move towards or away from the brake disc 32 through the piston cylinder 22. The outer circumferential surface of the dust cover 24 is connected with the support assembly 10, and the inner circumferential surface of the dust cover 24 is connected with the end of the piston cylinder 22 close to the brake pad 31, so as to prevent foreign matter from entering the space surrounded by the support assembly during use of the vehicle control system, thereby prolonging the service life of the vehicle control system.

[0050] Further, as shown in Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , the heat dissipation unit 42 includes a first arc part 421 and a first heat dissipation hole 422; the first arc part 421 is connected at the end of the connecting unit 41 away from the driving assembly 20; the driving assembly 20 is drivingly connected with the brake pad 31 through the first arc part 421; the first heat dissipation hole 422 penetrates through the first arc part 421;

[0051] The braking state further includes that the driving assembly 20 drives the first arc part 421 to move the brake pad 31 towards the brake disc 32 through the connecting unit 41, and the first arc part 421 and the first heat dissipation hole 422 move into the airflow passage between the support assembly 10 and the brake pad 31; the first arc part 421 and the abutting region of the brake pad 31 semi-surround a hollow heat insulation region. This arrangement can make the area of the first arc part 421 abutting the brake pad 31 smaller, and the heat generated by the abutting friction between the brake pad 31 and the brake disc 32 is not easily transmitted to the driving assembly 20 through the first arc part 421. The airflow in the airflow passage can simultaneously contact the first arc part 421 and the first heat dissipation hole 422, so that the area of the airflow contacting the heat dissipation unit 42 is large, the temperature rise of the heat dissipation unit 42 is slow, the heat transmitted from the brake pad 31 to the brake assembly 30 is further reduced, and the service life of the driving assembly 20 can be prolonged.

[0052] Further, as shown in Figure 5 , the central axis of the first heat dissipation hole 422 is parallel to the first direction. The first direction can be the driving direction of the vehicle loaded with the vehicle control system, i.e. the up-down direction as shown in Figure 5 .

[0053] The braking state also includes that the air flow passes through the first heat dissipation hole 422 and the heat insulation region along the first direction, the air flow speed in the vehicle running direction is faster, the air flow speed flowing on the surface of the first heat dissipation hole 422 and the first arc part 421 is faster, the heat dissipation efficiency of the first arc part 421 can be improved, and the heat transferred to the driving assembly 20 by the first arc part 421 through the connecting unit 41 can be reduced.

[0054] Further, as shown in Figure 5 , Figure 8 , Figure 9 shown, the heat dissipation unit 42 further includes a second arc part 423 and a second heat dissipation hole 424; the second arc part 423 is connected to one end of the connecting unit 41 close to the first arc part 421; the second heat dissipation hole 424 penetrates through the second arc part 423; the set region is arranged separately from the second heat dissipation hole 424 and the second arc part 423, which can prevent the air flow flowing through the first heat dissipation hole 422 from being hindered by the second heat dissipation hole 424 and the second arc part 423, so that the air flow flowing through the first heat dissipation hole 422 has a fast flow speed, and the temperature of the heat dissipation unit 42 is prevented from being too high; the second heat dissipation hole 424 penetrates through the second arc part 423 along a second direction; wherein the set region is a path region of the air flow passing through the first heat dissipation hole 422 along the first direction; the minimum included angle between the first direction and the second direction (i.e. the left-right direction as shown in Figure 5 shown) is 80°-150°, which can make the first heat dissipation hole 422 and the second heat dissipation hole 424 pass through the air flow in different directions respectively, further slow down the temperature rising speed of the heat dissipation unit 42, thereby reducing the heat transferred from the heat dissipation unit 42 to the connecting unit 41, and further reducing the heat transferred from the connecting unit 41 to the driving assembly 20. Further, the minimum included angle between the first direction and the second direction is 85°-95°.

[0055] The braking state also includes that the driving assembly 20 drives the brake pad 31 to move towards the direction close to the brake disc 32 through the first arc part 421 and the second arc part 423, the connecting unit 41 drives the first arc part 421, the first heat dissipation hole 422, the second arc part 423, and the second heat dissipation hole 424 to move into the air flow passage between the support assembly 10 and the brake pad 31, and the first arc part 421 and the second arc part 423 respectively at least semi-enclose one hollow heat insulation region. This arrangement can make the first arc part 421 and the second arc part 423 simultaneously abut against the connecting unit 41 and the brake pad 31, and can as far as possible avoid the stress concentration phenomenon of the connecting unit 41 and the brake pad 31, thereby improving the service life of the connecting unit 41 and the brake pad 31. The first arc part 421, the first heat dissipation hole 422, the second arc part 423, and the second heat dissipation hole 424 are all in contact with the air flow in the air flow passage, which can improve the heat dissipation efficiency of the heat dissipation unit 42, thereby reducing the heat transferred from the heat dissipation unit 42 to the driving assembly 20.

[0056] Further, as shown in Figure 5As shown, since the central axis of the first heat dissipation hole 422 is parallel to the first direction, the airflow through the first heat dissipation hole 422 will be relatively large during vehicle operation, and the second heat dissipation hole 424 will be along its own axial direction (i.e., as shown in the figure). Figure 5 The cross-sectional area of ​​the first heat dissipation hole 422 along its own axial direction (as shown in the vertical direction) is smaller than that of the first heat dissipation hole 422 (i.e., as shown in the vertical direction). Figure 5 The cross-sectional area (shown in the left-right direction) allows airflow to easily pass through the larger first heat dissipation hole 422. After the heat from the brake pad 31 is transferred to the first arc portion 421, the airflow can quickly carry away the heat from the first arc portion 421, resulting in a slower heating rate for the first arc portion 421. The smaller second heat dissipation hole 424 allows for a more sufficient thickness in the second arc portion 423, thus enabling the second arc portion 423 to more stably support the connecting unit 41 and the brake pad 31. This arrangement can reduce the heating rate of the drive assembly 20 while ensuring the strength of the heat dissipation unit 42.

[0057] Furthermore, the cross-sectional area of ​​all the first heat dissipation holes 422 is larger than the cross-sectional area of ​​all the second heat dissipation holes 424, allowing a larger amount of gas to flow through the first heat dissipation holes 422, thereby further improving the heat dissipation efficiency of the heat dissipation unit 42. The smaller cross-sectional area of ​​all the second heat dissipation holes 424 results in higher strength of the second arc portion 423, thereby further improving the strength of the heat dissipation unit 42.

[0058] Furthermore, such as Figure 5 As shown, A > B; where A is the maximum thickness of the first arc portion 421 along the radial direction of the drive assembly 20, and B is the maximum thickness of the second arc portion 423 along the radial direction of the drive assembly 20. Since the first heat dissipation hole 422 is relatively large, this arrangement can improve the strength of the first arc portion 421 and increase the contact area between the first arc portion 421 and the first heat dissipation hole 422, thereby fully realizing the heat dissipation function of the heat dissipation unit 42 and reducing the heat received by the braking assembly 30 from 31.

[0059] Furthermore, such as Figure 6 , Figure 8 , Figure 9As shown, the heat dissipation assembly 40 further comprises a heat dissipation groove 425; since the cross-sectional area of the second heat dissipation hole 424 is small, only a small amount of fluid passes through the second heat dissipation hole 424, resulting in poor heat dissipation capacity of the second heat dissipation hole 424 and the second arc portion 423, so the heat dissipation groove 425 is recessed from the side of the second arc portion 423 away from the driving assembly 20 to the direction close to the driving assembly 20, which can reduce the contact area between the second arc portion 423 and the brake pad 31, thereby reducing the heat exchange amount between the second arc portion 423 and the brake pad 31, avoiding the temperature of the second arc portion 423 being too high, and causing more heat on the second arc portion 423 to be transferred to the driving assembly 20 through the connecting unit 41. Further, this arrangement can also make the contact area between the first arc portion 421 and the brake pad 31 greater than the contact area between the second arc portion 423 and the brake pad 31, the first arc portion 421 has a larger contact area with the airflow and has a stronger heat dissipation capacity, and can accept more heat from the brake pad 31, while the second arc portion 423 has a smaller contact area with the airflow and has a weaker heat dissipation capacity, thereby reducing the heat transferred from the brake pad 31 to the second arc portion 423.

[0060] Further, as shown in Figure 5 、 Figure 6 , the heat dissipation unit 42 comprises two first arc portions 421 and two second arc portions 423; the first arc portions 421 and the second arc portions 423 are connected alternately to form a ring-shaped body; the two first arc portions 421 are arranged in sequence along a first direction, and the two second arc portions 423 are arranged in sequence along a second direction.

[0061] The braking state further comprises that the regions where the first arc portion 421 and the second arc portion 423 respectively abut against the brake pad 31 enclose a hollow heat insulation region; the first direction is the same as the driving direction of the vehicle, and the airflow along the first direction has a larger flow rate and a faster flow speed, and this arrangement can make full use of the characteristic that the first arc portion 421 has a larger contact area with the airflow and the first heat dissipation hole 422, to promote the cooling of the heat dissipation unit 42, thereby reducing the heat transferred from the brake pad 31 to the driving assembly 20. Moreover, the ring-shaped arrangement can reduce the contact area between the heat dissipation unit 42 and the brake pad 31 while ensuring strength, thereby reducing the heat transferred from the brake pad 31 to the heat dissipation unit 42, so that the heat transferred from the heat dissipation unit 42 to the driving assembly 20 is also less, achieving the effect of improving the service life of the driving assembly 20.

[0062] Embodiment Two:

[0063] In this embodiment, a vehicle is provided, which comprises the vehicle control system in Embodiment One, as shown in Figure 10 , the vehicle further comprises a vehicle body 50 and a driving shaft 60:

[0064] The support assembly 10 is connected to the vehicle body 50, so that the vehicle body 50 provides support for the support assembly 10.

[0065] The driving shaft 60 is connected with the vehicle body 50, and the driving shaft 60 can provide power for the vehicle body 50 to move. The driving shaft 60 is connected with the brake disc 32, so that the driving shaft 60 rotates synchronously with the brake disc 32. When the brake pad 31 abuts against the brake disc 32, the rotating speed of the brake disc 32 can be reduced, and at this time, the rotating speed of the driving shaft 60 is reduced synchronously with the brake disc 32, so as to slow down the moving speed of the vehicle body 50.

[0066] Further, as shown in Figure 5 , Figure 9 , the heat dissipation unit 42 comprises a first arc portion 421 and a first heat dissipation hole 422. The first arc portion 421 can be connected with one end of the connecting unit 41 away from the driving assembly 20. The first heat dissipation hole 422 penetrates through the first arc portion 421 along a first direction. The first direction is parallel to the moving direction of the vehicle body 50 (i.e. the direction shown by the arrow in Figure 10 . The air flow along the first direction is large, and the air flow speed is also fast. This arrangement can make full use of the characteristics that the contact area between the first arc portion 421 and the first heat dissipation hole 422 is large, so as to promote the cooling of the heat dissipation unit 42, thereby reducing the heat transferred from the brake pad 31 to the driving assembly 20.

[0067] Those skilled in the art can understand that the above-mentioned embodiments are specific cases for realizing the present disclosure, and in actual application, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A vehicle control system characterized by comprising: The vehicle control system comprises: a support assembly; a driving assembly connected with the support assembly; a heat dissipation assembly comprising a connecting unit and a heat dissipation unit; one end of the connecting unit is connected with the driving assembly, and the other end is connected with the heat dissipation unit; a brake assembly comprising a brake pad and a brake disc; the brake pad is in sliding connection with the support assembly; the driving assembly is in driving connection with the brake pad through the heat dissipation unit; the brake pad moves towards or away from the brake disc; the brake state of the vehicle control system comprises that the driving assembly drives the brake pad to move towards the brake disc through the heat dissipation unit, the heat dissipation unit moves into an airflow channel between the support assembly and the brake pad; the abutting area between the heat dissipation unit and the brake pad at least half-encloses a hollow heat insulation area, and the brake pad is spaced apart from the driving assembly and located on both sides of the heat insulation area, respectively; the heat dissipation unit comprises a first arc portion and a first heat dissipation hole; the first arc portion is connected at one end of the connecting unit away from the driving assembly; the first heat dissipation hole penetrates through the first arc portion; the heat dissipation unit further comprises a second arc portion and a second heat dissipation hole; the second arc portion is connected at one end of the connecting unit close to the first arc portion; the second heat dissipation hole penetrates through the second arc portion; a set area is spaced apart from the second heat dissipation hole and the second arc portion, respectively; the second heat dissipation hole penetrates through the second arc portion in a second direction; wherein the set area is a path area of airflow passing through the first heat dissipation hole in a first direction; the minimum included angle between the first direction and the second direction is 80°-150°; the brake state further comprises that the driving assembly drives the brake pad to move towards the brake disc through the first arc portion and the second arc portion, and the connecting unit drives the first arc portion, the first heat dissipation hole, the second arc portion and the second heat dissipation hole to move into the airflow channel between the support assembly and the brake pad; the first arc portion and the second arc portion at least half-enclose a hollow heat insulation area in the abutting area with the brake pad, respectively.

2. The vehicle control system according to claim 1, wherein the brake state further comprises that the driving assembly drives the brake pad to move towards the brake disc through the first arc portion, and the first arc portion and the first heat dissipation hole move into the airflow channel between the support assembly and the brake pad; the first arc portion at least half-encloses a hollow heat insulation area in the abutting area with the brake pad.

3. The vehicle control system according to claim 2, wherein a central axis of the first heat dissipation hole is parallel to the first direction; the brake state further comprises that the airflow passes through the first heat dissipation hole and the heat insulation area in the first direction.

4. The vehicle control system according to claim 1, wherein a cross-sectional area of one second heat dissipation hole is smaller than a cross-sectional area of one first heat dissipation hole.

5. The vehicle control system according to claim 1, wherein A>B; wherein, A is the maximum thickness of the first arc portion along the driving assembly in the radial direction, B is the maximum thickness of the second arc portion along the driving assembly in the radial direction. 6.The vehicle control system of claim 1, wherein, The heat dissipation assembly further comprises a heat dissipation groove; the heat dissipation groove is recessed from the side of the second arc portion away from the driving assembly to the direction close to the driving assembly. 7.The vehicle control system of claim 1, wherein, The heat dissipation unit comprises two first arc portions and two second arc portions; the first arc portions and the second arc portions are alternately connected to form a ring body; the two first arc portions are sequentially arranged along the first direction; The braking state further comprises that the first arc portion and the second arc portion respectively abut against the region of the brake pad to surround a hollow heat insulation region.

8. A vehicle characterized by comprising: The vehicle comprises the vehicle control system of any one of claims 1-7, and further comprises: A vehicle body, wherein the support assembly is connected to the vehicle body; A driving shaft, wherein the driving shaft is connected to the vehicle body; and the driving shaft is connected to the brake disc. 9.The vehicle of claim 8, wherein, The heat dissipation unit comprises a first arc portion and a first heat dissipation hole; the first arc portion is connected to the end of the connecting unit away from the driving assembly; the first heat dissipation hole penetrates through the first arc portion along a first direction; and the first direction is parallel to the traveling direction of the vehicle body.

Images