A vehicle control device and method

Abstract

The present application relates to the technical field of vehicle control, in particular to a kind of vehicle control device and method.The device includes support assembly, drive assembly, brake assembly, rebound assembly.Drive assembly includes drive unit, first connecting unit;Drive unit is connected with support assembly, first connecting unit respectively.Brake assembly includes first brake unit, second connecting unit, third brake unit;First brake unit is connected with second connecting unit, first connecting unit is connected with second connecting unit, and first brake unit is slidably connected with support assembly and moves towards third brake unit or away from third brake unit.Rebound assembly is connected with support assembly and abuts against first brake unit, and force is applied to it away from third brake unit.Cancellation state includes when first brake unit and third brake unit abut, drive unit drives former away from latter through first and second connecting units, and rebound assembly also drives former away from latter.In this way, the problem that caliper is reset by rebound sheet with low efficiency is solved.

Description

TECHNICAL FIELD

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

[0002] In the vehicle control device, the caliper is an important device to realize vehicle braking and resetting. The caliper is mainly composed of a piston, a friction plate, a brake disc and a rebound plate. When the vehicle needs to be braked, the vehicle control device will apply force to the piston through hydraulic or pneumatic driving mode. The piston moves to the friction plate direction under the push of the force, and then pushes the friction plate to the brake disc rotating with the wheel. When the friction plate and the brake disc are in close contact, the friction generated will hinder the rotation of the brake disc, and finally make the vehicle slow down or stop, completing the braking process. After the braking operation is completed, the friction plate needs to be reset to avoid continuous contact between the friction plate and the brake disc, which will cause excessive wear and increase the energy consumption of the vehicle. The reset of the friction plate is realized by the rebound plate. After the braking force disappears, the reset force is generated by the rebound plate due to the recovery of its elastic deformation, pulling or pushing the friction plate away from the brake disc, so that the friction plate returns to the initial working position, thus completing the reset action after braking and ensuring the normal implementation of the subsequent braking function of the caliper.

[0003] However, the current caliper has the problem of low efficiency of resetting the friction plate by the rebound plate. The main reason is that the reset force of the rebound plate comes from the recovery of its elastic deformation, and the elastic performance of the rebound plate determines the size of the reset force. In actual work, there may be some residual friction between the friction plate and the brake disc after braking, and the friction plate itself has a certain mass which will generate inertia resistance. These resistances will hinder the reset of the friction plate driven by the rebound plate. Due to the limited reset force of the rebound plate, it is difficult to quickly overcome the above-mentioned residual friction and inertia resistance, so that the process of the friction plate from separating from the brake disc to returning to the initial position takes a long time and the reset speed is slow. SUMMARY

[0004] To solve the problem of low efficiency of resetting the friction plate by the rebound plate of the caliper, the present application provides a vehicle control device and method.

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

[0006] a support assembly;

[0007] a driving assembly comprising a driving unit and a first connecting unit, wherein the driving unit is connected with the support assembly and the first connecting unit respectively;

[0008] The brake assembly comprises a first brake unit, a second connecting unit, and a third brake unit; the first brake unit is connected with the second connecting unit; the first connecting unit is connected with the second connecting unit; the first brake unit is slidingly connected with the support assembly; the first brake unit moves towards or away from the third brake unit;

[0009] The rebound assembly is connected with the support assembly; the rebound assembly abuts against the first brake unit; the rebound assembly applies a force to the first brake unit in a direction away from the third brake unit;

[0010] The vehicle control device comprises a brake cancellation state; in the brake cancellation state, the driving unit drives the first brake unit to move away from the third brake unit through the first connecting unit and the second connecting unit, and the rebound assembly drives the first brake unit to move away from the third brake unit, when the first brake unit abuts against the third brake unit.

[0011] In some embodiments, the rebound assembly comprises a first rebound unit, a positioning unit, and a second rebound unit; the first rebound unit is connected with the positioning unit; the positioning unit is connected with the support assembly; the positioning unit applies a force to the support assembly in a first direction; the first rebound unit abuts against the first brake unit; the first rebound unit applies a force to the first brake unit in a second direction; one end of the second rebound unit is connected with the positioning unit, and the other end abuts against the first brake unit; the second rebound unit applies a force to the first brake unit in a direction away from the third brake unit; wherein the first direction is opposite to the second direction;

[0012] The brake cancellation state further comprises that, when the first brake unit abuts against the third brake unit, the driving unit drives the first brake unit to move away from the third brake unit through the first connecting unit and the second connecting unit, and the second rebound unit drives the first brake unit to move away from the third brake unit.

[0013] In some embodiments, the support assembly comprises a first support unit, a second support unit, a first sliding unit, a third support unit, a mounting rod; the first support unit is connected with the second support unit; the driving unit is connected with the first support unit; the first brake unit is in sliding connection with the first support unit; one end of the mounting rod is connected with the first support unit, and the other end is connected with the second support unit; the first brake unit is in sliding connection with the mounting rod; the positioning unit is connected with the mounting rod; the positioning unit applies a force along the first direction to the mounting rod; at least part of the third brake unit is arranged in a space enclosed by the first support unit and the second support unit; the first sliding unit comprises a first sliding rod and a first sliding hole; the third support unit is connected with the first sliding rod; the first sliding hole penetrates through both sides of the first support unit; the first sliding hole is in sliding connection with the first sliding rod; the first support unit and the second support unit move along the axial direction of the third brake unit.

[0014] In some embodiments, the area where the first brake unit slides on the first support unit is a first sliding area; the area where the first brake unit slides on the mounting rod is a second sliding area; the area where the second rebound unit abuts against the first brake unit is a second abutting area; the second sliding area, the second abutting area and the first sliding area are sequentially arranged along the second direction; the area where the driving unit abuts against the first brake unit is a third abutting area; the area projected by the third abutting area towards the driving unit at least partially overlaps with the area projected by the first sliding area towards the driving unit in the length direction of the first brake unit;

[0015] The brake cancellation state comprises a first cancellation state and a second cancellation state; the first cancellation state comprises that, when the first brake unit abuts against the third brake unit, the second rebound unit and the driving unit jointly drive the first brake unit to move away from the third brake unit with a first driving force and a second driving force respectively; wherein the first driving force is greater than the second driving force, and the second connecting unit moves relative to the first connecting unit;

[0016] The second cancellation state comprises that the second rebound unit and the driving unit jointly drive the first brake unit to move away from the third brake unit with a third driving force and a fourth driving force respectively; wherein the fourth driving force is greater than the third driving force; the first cancellation state and the second cancellation state are sequentially performed.

[0017] In some embodiments, the first rebound unit applies a force to the first brake unit in a direction away from the third brake unit; the area where the first rebound unit abuts against the first brake unit is a first abutting area; the second sliding area, the first abutting area, and the first sliding area are sequentially arranged along the second direction;

[0018] The first cancel state further includes that, when the first brake unit abuts against the third brake unit, the second rebound unit and the first rebound unit jointly drive the first brake unit to move in a direction away from the third brake unit with a first driving force, and the driving unit drives the first brake unit to move in a direction away from the third brake unit with a second driving force;

[0019] The second cancel state further includes that the second rebound unit and the first rebound unit jointly drive the first brake unit to move in a direction away from the third brake unit with a third driving force, and the driving unit drives the first brake unit to move in a direction away from the third brake unit with a fourth driving force.

[0020] In some embodiments, the first connecting unit includes a connecting hole and a limiting sleeve; the driving unit is recessed near one end of the first connecting unit to form the connecting hole; the limiting sleeve is connected to the inner peripheral wall of the connecting hole;

[0021] The second connecting unit includes a connecting rod and a limiting rod; the first brake unit, the connecting rod, and the limiting rod are sequentially connected; the limiting sleeve is sleeved on the outer peripheral side of the connecting rod; the diameter of the limiting rod is greater than the inner diameter of the limiting sleeve;

[0022] The brake cancel state further includes that the driving unit drives the limiting sleeve to move the limiting rod to abut against one end of the limiting sleeve in an axial direction or drives the connecting rod to slide relative to the limiting sleeve so as to drive the first brake unit to move in a direction away from the third brake unit.

[0023] In some embodiments, the brake assembly further includes a second brake unit; the second brake unit is connected to the second support unit; the second brake unit is arranged on the side of the third brake unit away from the first brake unit;

[0024] The brake cancel state further includes that, when the first brake unit and the second brake unit respectively abut against both sides of the third brake unit in an axial direction, after the first brake unit moves away from the third brake unit, the second support unit drives the second brake unit to move in a direction away from the first brake unit.

[0025] In some embodiments, the first sliding unit further includes a first retracting ring; the first retracting ring is connected to the first support unit; the first retracting ring abuts against the outer peripheral wall of the first sliding rod;

[0026] The vehicle control device further comprises a first driving state and a second driving state; the first driving state comprises the driving unit driving the first brake unit to move towards the third brake unit through the first connecting unit and the second connecting unit;

[0027] The second driving state comprises the first brake unit abutting against the third brake unit, the second support unit driving the second brake unit to move towards the first brake unit, and the first retreat ring moving away from the first slide rod along with the second brake unit;

[0028] The brake cancellation state further comprises that, during the process that the second support unit drives the second brake unit to move away from the first brake unit, the first retreat ring drives the second brake unit to move away from the first brake unit through the first slide rod when the elastic deformation of the first retreat ring is restored.

[0029] In a second aspect, the present application provides a vehicle control method, which is applied to the vehicle control device in any of the first aspect, and the vehicle control method comprises:

[0030] The brake cancellation instruction triggers, and the driving unit reduces the driving force to a first set value; wherein, when the brake cancellation instruction triggers, the first brake unit abuts against the third brake unit under the driving of the driving unit;

[0031] The driving unit drives the first brake unit to move away from the third brake unit through the first connecting unit and the second connecting unit, and the rebound assembly drives the first brake unit to move away from the third brake unit;

[0032] Based on the first brake unit moving to a first set state, the brake cancellation is completed; wherein, the first set state comprises that the minimum distance between the first brake unit and the third brake unit along the third brake unit axis is greater than or equal to a second set value.

[0033] In some embodiments, the driving unit drives the first brake unit to move away from the third brake unit through the first connecting unit and the second connecting unit, and the rebound assembly drives the first brake unit to move away from the third brake unit comprises:

[0034] From the first brake unit and the third brake unit abutment, the rebound assembly drives the first brake unit to move away from the third brake unit direction to the second set state with the first driving force and the driving unit with the second driving force; wherein the first driving force is greater than the second driving force, the second connecting unit and the first connecting unit relative sliding, the second set state includes the first brake unit and the third brake unit along the third brake unit axial minimum spacing is the third set value; the third set value is less than the second set value;

[0035] The rebound assembly drives the first brake unit to move away from the third brake unit direction with the third driving force and the driving unit with the fourth driving force; wherein the fourth driving force is greater than the third driving force.

[0036] To solve the problem that the caliper is reset by the rebound piece with low efficiency, the present application has the following advantages:

[0037] In the brake cancel state of the vehicle control device, the driving unit is connected with the support assembly, the first connecting unit, the second connecting unit and the first brake unit respectively, and the rebound assembly is connected with the support assembly and abuts against the first brake unit, and the driving unit drives the first brake unit to move away from the third brake unit direction through the first connecting unit and the second connecting unit, and the rebound assembly applies a force to the first brake unit away from the third brake unit direction, so as to realize the reset action of the first brake unit away from the third brake unit direction, thereby improving the reset efficiency of the first brake unit. BRIEF DESCRIPTION OF DRAWINGS

[0038] Figure 1 A schematic view of a vehicle control device of an embodiment is shown;

[0039] Figure 2 A cross-sectional view of the vehicle control device in Figure 1 is shown;

[0040] Figure 3 An enlarged view of A of the vehicle control device in Figure 2 is shown;

[0041] Figure 4 A schematic view of the rebound assembly of the vehicle control device in Figure 1 is shown;

[0042] Figure 5 A side view of the vehicle control device in Figure 1 is shown;

[0043] Figure 6 A side view of the vehicle control device in Figure 5A schematic diagram of the first sliding unit of the vehicle control device;

[0044] Figure 7 It shows Figure 5 A schematic diagram of the second sliding unit of the vehicle control device;

[0045] Figure 8 A schematic diagram showing the location of the connection between the drive assembly and the first braking unit is shown;

[0046] Figure 9 A schematic diagram showing the first sliding area, the second sliding area, and the second abutment area is provided.

[0047] Figure 10 A flowchart of one embodiment of a vehicle control method is shown.

[0048] Reference numerals: Support assembly 10; First support unit 11; Second support unit 12; First sliding unit 13; First slide rod 131; First sliding hole 132; First retraction ring 133; Second sliding unit 14; Second slide rod 141; Second sliding hole 142; Second retraction ring 143; Third support unit 15; Mounting rod 16; Drive assembly 20; Drive unit 21; Piston cylinder 211; Piston rod 212; First connecting unit 22; Connecting hole 221; Limiting sleeve 222; Braking assembly 30; First braking unit 31; First back plate 31 1; First braking part 312; Second connecting unit 32; Connecting rod 321; Limiting rod 322; Second braking unit 33; Second back plate 331; Second braking part 332; Third braking unit 34; Rebound assembly 40; Positioning unit 41; First positioning piece 411; Second positioning piece 412; First rebound unit 42; First outer rebound piece 421; First inner rebound piece 422; Second rebound unit 43; Second outer rebound piece 431; Second inner rebound piece 432; First sliding area 50; Second sliding area 60; Second abutment area 70. Detailed Implementation

[0049] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0050] As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having," "contains," "containing," or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. Further, unless expressly stated to the contrary, "or" refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or A can be satisfied); B is true (or B can be satisfied); or both A and B are true (or both A and B can be satisfied). Also, unless expressly stated to the contrary, "comprising" or "comprises" does not exclude the presence of elements or materials other than those listed in a process, method, article, or apparatus that "comprises" or "comprising" the listed elements or materials. Further, unless expressly stated to the contrary, "or" does not exclude a combination of elements or materials. For example, a process, method, article, or apparatus that comprises A or B can include both A and B. In addition, unless expressly stated to the contrary, one or more of the devices, components, or elements as described can be combined into a single device, component, or element. Unless otherwise specified, the use of the ordinal adjectives (e.g., first, second, etc.) to describe a common but distinct single device, component, or element with distinct functionalities shall not be construed to imply that the devices, components, or elements so described must be in a particular order or position. Further, use of the singular articles (e.g., "a," "an," "the," etc.) to describe devices, components, or elements of the disclosure should not be construed to imply that there is only one of these items need be utilized. Further, the use of the term "example" is intended to present examples merely by way of illustration to provide some context for the claim set. Unless otherwise specified, the use of the ordinal adjectives (e.g., first, second, etc.) to describe a common but distinct single device, component, or element with distinct functionalities shall not be construed to imply that the devices, components, or elements so described must be in a particular order or position. Further, use of the singular articles (e.g., "a," "an," "the," etc.) to describe devices, components, or elements of the disclosure should not be construed to imply that there is only one of these items need be utilized. Further, the use of the term "example" is intended to present examples merely by way of illustration to provide some context for the claim set.

[0051] The current caliper only relies on the springback piece to reset the friction piece, and the efficiency is low. The main reason is that the reset force of the springback piece comes from the elastic deformation recovery of itself, and the elastic performance of the springback piece determines the size of the reset force. In actual work, there may be a certain friction force between the friction piece and the brake disc after braking, and the friction piece itself has a certain mass and generates inertial resistance, which will hinder the reset of the friction piece driven by the springback piece. Due to the limited reset force of the springback piece, it is difficult to quickly overcome the above residual friction force and inertial resistance, so that the process of the friction piece from separating from the brake disc to returning to the initial position takes a long time and the reset speed is slow.

[0052] Embodiment one:

[0053] In this embodiment, in order to solve the above problems, the present application provides a vehicle control device. As Figure 1 ,Figure 2 As shown, a vehicle control device includes a support assembly 10, a driving assembly 20, a braking assembly 30, and a rebound assembly 40.

[0054] The support assembly 10 provides a mounting carrier and a stable support base for the driving assembly 20, the braking assembly 30, and the rebound assembly 40 in the vehicle control device, ensuring that each assembly can be assembled at a predetermined position and work normally, avoiding displacement or functional failure of the assembly due to lack of support, and providing structural protection for the overall operation of the vehicle control device.

[0055] The driving assembly 20 includes a driving unit 21 and a first connecting unit 22. The driving unit 21 is connected to the support assembly 10, so that the driving assembly 20 can be stably fixed in the vehicle control device, avoiding shaking during driving. The driving unit 21 is connected to the first connecting unit 22, so that the power generated by the driving unit 21 is transmitted to the first connecting unit 22, providing a power transmission path for subsequent movement of the braking assembly 30, ensuring that the power can be effectively transmitted.

[0056] The braking assembly 30 includes a first braking unit 31, a second connecting unit 32, and a third braking unit 34. The first braking unit 31 is connected to the second connecting unit 32, and the first connecting unit 22 is connected to the second connecting unit 32, so that the power of the first connecting unit 22 can be transmitted to the first braking unit 31 through the second connecting unit 32. The first braking unit 31 is slidingly connected to the support assembly 10, thereby reducing the frictional resistance when the first braking unit 31 moves, ensuring smooth movement of the first braking unit 31. The first braking unit 31 moves towards or away from the third braking unit 34, and when it is close, the first braking unit 31 cooperates with the third braking unit 34 to realize the braking function, and when it is away, the reset function of the first braking unit 31 and the third braking unit 34 can be realized.

[0057] The rebound assembly 40 is connected to the support assembly 10, ensuring that the installation position of the rebound assembly 40 is fixed, and ensuring that the rebound unit can stably apply a force. The rebound assembly 40 abuts against the first braking unit 31, and the rebound assembly 40 applies a force to the first braking unit 31 away from the third braking unit 34, thereby generating a reset force on the first braking unit 31, providing power for the reset of the first braking unit 31, so that the first braking unit 31 moves away from the third braking unit 34.

[0058] The vehicle control device includes a brake cancellation state. The brake cancellation state includes when the first braking unit 31 abuts against the third braking unit 34, such as Figure 3 , Figure 8As shown, the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 through the first connecting unit 22 and the second connecting unit 32, and the elastic assembly 40 drives the first brake unit 31 to move away from the third brake unit 34, that is, reset. The force of the elastic assembly 40 is smaller than the force of the driving assembly 20, so as to avoid that the force of the elastic assembly 40 is too large to cause the force of the driving assembly 20 unable to realize the brake function on the first brake unit 31. Through the elastic assembly 40 and the connection of the first connecting unit 22 and the second connecting unit 32, the first brake unit 31 obtains double forces to move away from the third brake unit 34, so as to accelerate the reset speed of the first brake unit 31, and finally solve the problem of low reset efficiency of the elastic assembly 40 on the first brake unit 31, and improve the reset efficiency of the first brake unit 31.

[0059] Further, as shown in Figure 4 The elastic assembly 40 includes a first elastic unit 42, a positioning unit 41 and a second elastic unit 43. The first elastic unit 42 is connected with the positioning unit 41, so that the first elastic unit 42 is stably installed and ensures that the force of the first elastic unit 42 can be stably and accurately transmitted. The positioning unit 41 is connected with the support assembly 10, so that the first elastic unit 42 is fixedly connected with the support assembly 10 through the positioning unit 41, thereby avoiding displacement of the elastic assembly 40 during work and ensuring stability of the first elastic unit 42. The positioning unit 41 applies a force along a first direction to the support assembly 10, so as to ensure stable abutment of the positioning unit 41 and the support assembly 10. The first direction is an upward direction as shown in Figure 5 , that is, a direction away from the first brake unit 31. The first elastic unit 42 abuts against the first brake unit 31, and the first elastic unit 42 applies a force along a second direction to the first brake unit 31, so as to form an auxiliary constraint or pre-tightening effect on the first brake unit 31. The second direction is a downward direction as shown in Figure 5 , that is, a direction close to the brake disc. One end of the second elastic unit 43 is connected with the positioning unit 41, and the other end abuts against the first brake unit 31. The second elastic unit 43 applies a force to the first brake unit 31 away from the third brake unit 34. Thus, the second elastic unit 43 provides driving force for reset of the first brake unit 31 and assists the first brake unit 31 to move away from the third brake unit 34. The first direction is opposite to the second direction.

[0060] The brake cancel state further includes that when the first brake unit 31 is in abutment with the third brake unit 34, the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 through the first connecting unit 22 and the second connecting unit 32, and the second rebound unit 43 drives the first brake unit 31 to move away from the third brake unit 34. Through the structure that the driving unit 21 transmits power to drive the first brake unit 31 to move through the first connecting unit 22 and the second connecting unit 32, and the second rebound unit 43 directly drives the first brake unit 31 to move, the first brake unit 31 can obtain double driving force in the brake cancel state, so as to speed up the moving speed of the first brake unit 31 from the abutment state to the away state with the third brake unit 34, and finally solve the problem of low resetting efficiency of the first brake unit 31 by the rebound assembly 40, and improve the resetting efficiency of the first brake unit 31.

[0061] In other embodiments, the positioning unit 41 includes a first positioning sheet 411 and a second positioning sheet 412. The first positioning sheet 411 and the second positioning sheet 412 are integrally formed. The first positioning sheet 411 is connected with the support assembly 10, and the second positioning sheet 412 is connected with the support assembly 10. The first positioning sheet 411 applies a force to the support assembly 10 along the first direction, and the second positioning sheet 412 applies a force to the support assembly 10 along the first direction.

[0062] The first rebound unit 42 includes a first outer rebound sheet 421 and a first inner rebound sheet 422. The first inner rebound sheet 422 is in abutment with the first brake unit 31, and the first outer rebound sheet 421 is in abutment with the third brake unit 34.

[0063] The second rebound unit 43 includes a second outer rebound sheet 431 and a second inner rebound sheet 432. The second inner rebound sheet 432 is in abutment with the first brake unit 31, and the second outer rebound sheet 431 is in abutment with the third brake unit 34.

[0064] The brake assembly 30 further includes a second brake unit 33, the second brake unit 33 is connected with the second support unit 12, and the third brake unit 34 is located between the first brake unit 31 and the second brake unit 33. The first brake unit 31 and the second brake unit 33 can brake the third brake unit 34, so as to realize the deceleration or braking of the vehicle.

[0065] The driving unit 21 includes a piston cylinder 211, a piston rod 212, and a second driving part. The piston cylinder 211 is connected with the piston rod 212. The second driving part drives the piston rod 212 to move along the radial direction of the piston cylinder 211. The piston cylinder 211 is connected with the support assembly 10.

[0066] The first braking unit 31 includes a first back plate 311 and a first braking part 312. The first back plate 311 is integrally formed with the limiting rod 322, and the first braking part 312 is integrally formed with the first back plate 311. The first braking part 312 performs the braking function on the third braking unit 34.

[0067] The second braking unit 33 includes a second back plate 331 and a second braking part 332. The second back plate 331 is connected to the support assembly 10, and the second braking part 332 is integrally formed with the second back plate 331. The second braking part 332 performs the braking function on the third braking unit 34.

[0068] Furthermore, such as Figure 5 As shown, the support assembly 10 includes a first support unit 11, a second support unit 12, a first sliding unit 13, a third support unit 15, and a mounting rod 16. The third support unit 15 is connected to the vehicle. The first support unit 11 is connected to the second support unit 12 to form a stable support structure. The drive unit 21 is connected to the first support unit 11, fixing the installation position of the drive unit 21, ensuring the stability of the power output direction, and avoiding power transmission deviation. The first braking unit 31 is slidably connected to the first support unit 11, limiting the movement trajectory of the first braking unit 31 and providing basic sliding guidance for the first braking unit 31. One end of the mounting rod 16 is connected to the first support unit 11, and the other end is connected to the second support unit 12, further enhancing the structural stability of the support assembly 10. The first braking unit 31 is slidably connected to the mounting rod 16, and the positioning unit 41 is connected to the mounting rod 16. The positioning unit 41 applies a force along a first direction to the mounting rod 16. This fixes the position of the positioning unit 41, ensuring the accurate direction of the force applied by the positioning unit 41. At least a portion of the third braking unit 34 is disposed within the space enclosed by the first support unit 11 and the second support unit 12, thereby protecting the third braking unit 34 from interference with braking coordination by external debris. Simultaneously, it facilitates the joint application of force by the first braking unit 31 and the second braking unit 33 to the third braking unit 34, achieving the braking function. The first sliding unit 13 includes a first sliding rod 131 and a first sliding hole 132. The third support unit 15 is connected to the first sliding rod 131, fixing the installation reference of the first sliding rod 131 and ensuring the stability of the position of the second sliding rod 141. The first sliding hole 132 penetrates both sides of the first support unit 11, ensuring a smooth sliding path and preventing obstruction of the channel from affecting sliding. The first sliding hole 132 is slidably connected to the first sliding rod 131, enabling the first support unit 11 to slide smoothly along the axis of the first sliding rod 131, thereby driving the second support unit 12 to move synchronously along the axial direction of the third braking unit 34. The first support unit 11 and the second support unit 12 move along the axial direction of the third braking unit 34.

[0069] In other embodiments, such as Figure 7As shown, the second sliding unit 14 comprises a second sliding rod 141 and a second sliding hole 142. The third support unit 15 is connected with the second sliding rod 141, fixes the installation datum of the second sliding rod 141, and ensures the stability of the position of the second sliding rod 141. The second sliding hole 142 penetrates through both sides of the first support unit 11, ensures the smooth sliding path, and avoids the influence of hole blockage on sliding. The second sliding hole 142 is in sliding connection with the second sliding rod 141, realizes the smooth sliding of the first support unit 11 along the axis of the second sliding rod 141, and further drives the second support unit 12 to move synchronously along the axis of the third brake unit 34. The first support unit 11 and the second support unit 12 move along the axis of the third brake unit 34.

[0070] The second sliding unit 14 further comprises a second retreat ring 143. The second retreat ring 143 is connected with the second support unit 12. The second retreat ring 143 is in abutment with the outer circumferential wall of the second sliding rod 141.

[0071] Further, as shown, Figure 9 The first sliding region 50 is the region where the first brake unit 31 slides on the first support unit 11. The second sliding region 60 is the region where the first brake unit 31 slides on the installation rod 16. The second abutment region 70 is the region where the second rebound unit 43 abuts on the first brake unit 31. The second sliding region 60, the second abutment region 70, and the first sliding region 50 are sequentially arranged along the second direction. Through the arrangement of the two second outer rebound pieces 431 and the two second inner rebound pieces 432, the first brake unit 31 is uniformly stressed and is not easy to tilt. After the first brake unit 31 is worn out after use, the wear is uncontrollable, and the driving of the first brake unit 31 by the driving assembly 20 may cause the tilted first brake unit 31 with uneven wear, thereby causing the first brake unit 31 to be stuck with the support assembly 10. Therefore, the third abutment region where the driving unit 21 abuts on the first brake unit 31 at least partially overlaps with the region projected by the first sliding region 50 towards the driving unit 21 in the length direction of the first brake unit 31. This ensures that the driving force of the driving unit 21 can be directly transmitted to the first brake unit 31. Further, the second sliding region 60, the second abutment region 70, and the first sliding region 50 are all arranged at the middle position of the first brake unit 31 along the length direction of the first brake unit 31, which can prevent the first brake unit 31 from tilting.

[0072] The brake cancel state includes a first cancel state and a second cancel state. The first cancel state includes that the second resilient unit 43 drives the first brake unit 31 to move away from the third brake unit 34 with a first driving force, and the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 with a second driving force. The second driving force is the friction between the second connecting unit 32 and the first connecting unit 22 or the interval between the second connecting unit 32 and the first connecting unit 22. The first driving force is greater than the second driving force, and the second connecting unit 32 moves relative to the first connecting unit 22. In this way, the reset process is controlled in stages. The first cancel state is started when the first brake unit 31 and the third brake unit 34 are in abutment. At this time, the second resilient unit 43 mainly drives the first brake unit 31 with a larger first driving force, and the driving unit 21 drives the first brake unit 31 with a smaller second driving force. The larger first driving force can quickly overcome the residual friction when the two are initially separated, ensuring that the first brake unit 31 moves smoothly, thereby preventing slow reset due to large initial resistance. In the first cancel state, the first brake unit 31 and the third brake unit 34 are separated from abutment. The driving force of the resilient assembly 40 may not be the largest, but the position of the resilient assembly 40 is between the two first sliding regions 50 and the second sliding region 60, which can prevent the first brake unit 31 and the support assembly 10 from being stuck, causing the first brake unit 31 and the third brake unit 34 to be unable to separate.

[0073] The second cancel state includes that the second resilient unit 43 drives the first brake unit 31 to move away from the third brake unit 34 with a third driving force, and the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 with a fourth driving force. The fourth driving force is greater than the third driving force, and the first cancel state and the second cancel state are performed in sequence. In the second cancel state, the driving unit 21 mainly drives the first brake unit 31 with a larger fourth driving force, and the second resilient unit 43 drives the first brake unit 31 with a third driving force. At this time, the first brake unit 31 has been separated from the third brake unit 34, and the larger driving force can further speed up the reset speed. This can effectively solve the problem of sticking caused by uncontrollable wear of the first brake unit 31 and tilting of the first brake unit 31, and ensure smooth and efficient reset.

[0074] In other embodiments, the resilient assembly 40 includes two second resilient units 43. The two second resilient units 43 abut the first brake unit 31 in the second abutment region 70. The two second resilient units 43 can improve the reset force of the first brake unit 31, and can improve the uniformity of the reset of the first brake unit 31, thereby preventing the first brake unit 31 from being stuck when the first brake unit 31 is unevenly stressed during reset. The second sliding region 60, the second abutment region 70, and the first sliding region 50 are sequentially arranged along the second direction.

[0075] Further, the first rebound unit 42 applies a force to the first brake unit 31 in a direction away from the third brake unit 34, so that the first rebound unit 42 and the second rebound unit 43 form a double rebound driving force on the first brake unit 31, further enhancing the reset assist force on the first brake unit 31. The area where the first rebound unit 42 abuts on the first brake unit 31 is the first abutting area. The second sliding area 60, the first abutting area, and the first sliding area 50 are sequentially arranged along the second direction. The first abutting area is located between the second sliding area 60 and the first sliding area 50, ensuring that the force of the first rebound unit 42 can act on the middle area of the first brake unit 31, and the action points of the driving forces of the first rebound unit 42 and the second rebound unit 43 on the first brake unit 31 are evenly distributed, avoiding the tilting of the first brake unit 31 due to the concentration of the force on one side, and providing structural support for reducing tilting and preventing jamming in the subsequent reset process.

[0076] The first cancel state further includes that the second rebound unit 43 and the first rebound unit 42 together drive the first brake unit 31 to move away from the third brake unit 34 with the first driving force, and the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 with the second driving force. The sum of the driving force of the first rebound unit 42 and the driving force of the second rebound unit 43 is the first driving force. In the first cancel state, the second rebound unit 43 and the first rebound unit 42 together provide the first driving force, which can significantly increase the rebound driving force compared to a single rebound unit, and can more quickly overcome the residual friction when the first brake unit 31 abuts against the third brake unit 34, ensuring smooth start of the reset of the first brake unit 31.

[0077] The second cancel state further includes that the second rebound unit 43 and the first rebound unit 42 together drive the first brake unit 31 to move away from the third brake unit 34 with the third driving force, and the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 with the fourth driving force. The sum of the driving force of the first rebound unit 42 and the driving force of the second rebound unit 43 is the third driving force. In the second cancel state, the second rebound unit 43 and the first rebound unit 42 continue to provide the third driving force together, which, in combination with the greater fourth driving force of the driving unit 21, can continuously provide sufficient power for the reset of the first brake unit 31, ensuring the continuity and efficiency of the reset process; even if the first brake unit 31 is slightly disturbed by external force during the reset process, the tilting trend can be reduced due to the balanced driving force, ensuring that the first brake unit 31 always moves along the preset sliding track, and finally realizing that the first brake unit 31 tilts less during the entire brake canceling process and does not jam with the support assembly 10.

[0078] Further, as shown in FIG. 1, the first brake unit 31 is arranged between the first sliding area 50 and the second sliding area 60, and the first brake unit 31 is arranged to slide along the first sliding direction D1. Figure 3As shown, the first connecting unit 22 includes a connecting hole 221 and a limiting sleeve 222. The connecting hole 221 is recessed at one end of the driving unit 21 close to the first connecting unit 22, providing a dedicated installation space for the limiting sleeve 222. The limiting sleeve 222 is connected with the inner peripheral wall of the connecting hole 221, stably fixing the limiting sleeve 222 on the driving unit 21, avoiding radial deviation or falling off of the limiting sleeve 222 during driving, and ensuring the positional accuracy when cooperating with the second connecting unit 32 subsequently.

[0079] The second connecting unit 32 includes a connecting rod 321 and a limiting rod 322. The first brake unit 31, the connecting rod 321 and the limiting rod 322 are connected in sequence, forming a power transmission path from the second connecting unit 32 to the first brake unit 31, ensuring that the power can act directly on the first brake unit 31. The limiting sleeve 222 is sleeved on the outer peripheral side of the connecting rod 321, guiding the moving direction of the connecting rod 321, preventing the connecting rod 321 from deviating when moving, and ensuring the accuracy of the power transmission direction. The diameter of the limiting rod 322 is greater than the inner diameter of the limiting sleeve 222. A limiting structure is formed to avoid the connecting rod 321 from detaching from the limiting sleeve 222 during movement, ensuring that the first connecting unit 22 and the second connecting unit 32 always remain in a cooperating state, and preventing the power transmission from being interrupted.

[0080] The brake cancellation state further includes that the driving unit 21 drives the limiting sleeve 222 to move the limiting rod 322 to abut or connect with the limiting sleeve 222 at one axial end, or the connecting rod 321 slides relative to the limiting sleeve 222, thereby driving the first brake unit 31 to move away from the third brake unit 34. Through the two ways of driving the limiting rod 322 to abut by the driving unit 21 driving the limiting sleeve 222, or driving the connecting rod 321 to slide relative to the limiting sleeve 222, the first cancellation state and the second cancellation state are adapted. Both driving modes can ultimately drive the first brake unit 31 to move away from the third brake unit 34, cooperate with the force of the rebound assembly 40, and further improve the stability and reset efficiency of power transmission, avoid the reset being blocked due to the failure of a single power transmission mode, and ensure the smoothness of the brake cancellation process.

[0081] Further, as shown, Figure 5 The brake assembly 30 further includes a second brake unit 33. The second brake unit 33 is connected with the second support unit 12, and the position of the second brake unit 33 is fixed by the support of the second support unit 12, avoiding displacement during braking due to stress, and ensuring the positional stability during braking. The second brake unit 33 is arranged on the side of the third brake unit 34 away from the first brake unit 31. It can form a symmetrical layout on both axial sides of the third brake unit 34 with the first brake unit 31, so that the braking force can be applied from both sides of the third brake unit 34 during braking, improving the balance and reliability of the braking effect.

[0082] The braking cancellation state also includes the following: when the first braking unit 31 and the second braking unit 33 respectively abut against the two sides of the third braking unit 34 axially, after the first braking unit 31 moves away from the third braking unit 34, the second support unit 12 drives the second braking unit 33 to move away from the first braking unit 31. When the first braking unit 31 and the second braking unit 33 abut against the two sides of the third braking unit 34 respectively, the abutment on one side is first released by the reset of the first braking unit 31, and then the second support unit 12 drives the second braking unit 33 to reset, which can avoid the mutual interference that may be caused by the simultaneous reset of both sides; the movement of the second braking unit 33 away from the first braking unit 31 can completely release its abutment state with the third braking unit 34, preventing the third braking unit 34 from wearing or increasing rotational resistance due to the residual abutment of the second braking unit 33. At the same time, in conjunction with the reset of the first braking unit 31, the entire braking assembly 30 is reset efficiently.

[0083] In the vehicle control device, the friction pads on the side closer to the drive assembly 20 separate quickly, and the second braking unit 33, pushed by the reaction force of the separation on the drive assembly 20 side, will be synchronously returned to its original position by the vehicle control device, thereby allowing the second braking unit 33 to also quickly separate from the third braking unit 34, effectively reducing unnecessary friction loss.

[0084] Furthermore, such as Figure 6 As shown, the first sliding unit 13 also includes a first retraction ring 133. The first retraction ring 133 is connected to the first support unit 11 and abuts against the outer peripheral wall of the first slide rod 131, forming an elastic constraint on the first slide rod 131. At the same time, it provides a basis for elastic deformation that occurs when the first braking unit 31 moves, ensuring that the first retraction ring 133 can transmit force through abutment with the slide rod, thus providing structural conditions for auxiliary drive in the braking cancellation state.

[0085] The vehicle control device also includes a first driving state and a second driving state. The first driving state includes the drive unit 21 driving the first braking unit 31 to move closer to the third braking unit 34 via the first connecting unit 22 and the second connecting unit 32. That is, when the vehicle is braking, the first retraction ring 133 deforms in the direction of movement of the first slide rod 131.

[0086] The second driving state includes the first braking unit 31 and the third braking unit 34 abutting against each other. The second support unit 12 drives the second braking unit 33 to move towards the first braking unit 31, and the portion of the first retraction ring 133 away from the first slide rod 131 moves with the second braking unit 33. At this time, the first retraction ring 133 moves with the second braking unit 33, which allows the first retraction ring 133 to undergo elastic deformation and store elastic potential energy, providing power reserves for auxiliary reset in the subsequent braking cancellation state.

[0087] The brake canceling state further includes that in the process that the second supporting unit 12 drives the second brake unit 33 to move away from the first brake unit 31, the first retracting ring 133 restores the elastic deformation to drive the second brake unit 33 to move away from the first brake unit 31 through the first slide rod 131. On the basis that the second supporting unit 12 drives the second brake unit 33 to reset, the first retracting ring 133 releases the stored elastic potential energy by restoring the elastic deformation, and transmits the driving force through the abutment with the first slide rod 131 to assist in pushing the second brake unit 33 away from the first brake unit 31, accelerates the reset speed of the second brake unit 33, avoids the reset jam caused by single driving, ensures the smoothness of the brake canceling process, and further guarantees the overall operation efficiency of the vehicle control device.

[0088] Embodiment two:

[0089] In this embodiment, the present application provides a vehicle control method applied to the vehicle control device in any of the above embodiments, as shown in the figure, the vehicle control method comprises steps S10-S30. The steps S10-S30 can be described in detail as follows: Figure 10

[0090] Step S10: The brake canceling instruction is triggered, and the driving unit 21 reduces the driving force to a first set value, which can be 0N, 1N or 2N. That is, when the vehicle cancels the brake, the driving unit 21 reduces the driving force to the first set value to realize the contact of the vehicle brake. When the brake canceling instruction is triggered, the first brake unit 31 abuts against the third brake unit 34 under the driving of the driving unit 21.

[0091] Step S20: The driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 through the first connecting unit 22 and the second connecting unit 32, and the springback assembly 40 drives the first brake unit 31 to move away from the third brake unit 34. In this way, the driving unit 21 transmits the driving force through the first connecting unit 22 and the second connecting unit 32, and synchronously applies the driving force in combination with the springback assembly 40, so that the first brake unit 31 is pushed away from the third brake unit 34 by the resultant force, which can overcome the residual friction force and component inertia resistance between the first brake unit 31 and the third brake unit 34 more quickly, and effectively improve the reset speed.

[0092] ​Step S30: based on the first brake unit 31 moving to the first set state, the brake cancellation is completed; wherein the first set state includes that the minimum distance between the first brake unit 31 and the third brake unit 34 in the third brake unit 34 axial direction is greater than or equal to the second set value, and the second set value can be 25mm, 20mm, 15mm. Thus, it is ensured that the first brake unit 31 and the third brake unit 34 are completely separated, avoiding continuous friction between the two in subsequent device operation due to insufficient separation, reducing component wear and energy consumption, ensuring that the vehicle control device can accurately switch to the non-braking state, and ensuring normal triggering and execution of subsequent brake functions.

[0093] Further, step S20 includes step S21 and step S22. The brake method sequentially executes step S10, step S21, step S22, and step S30. Step S21 and step S22 can be described in detail below:

[0094] The rebound assembly 40 includes a first rebound unit 42, a positioning unit 41, and a second rebound unit 43. The first rebound unit 42 is connected to the positioning unit 41, and the positioning unit 41 is connected to the support assembly 10 and applies a force in the first direction to the support assembly 10. The first rebound unit 42 abuts the first brake unit 31 and applies a force in the second direction to the first brake unit 31. The second rebound unit 43 has one end connected to the positioning unit 41 and the other end abutting the first brake unit 31, and applies a force to the first brake unit 31 in a direction away from the third brake unit 34. The first direction is opposite to the second direction.

[0095] The support assembly 10 includes a first support unit 11, a second support unit 12, a first sliding unit 13, a third support unit 15, and a mounting rod 16. The first support unit 11 is connected to the second support unit 12, the drive unit 21 is connected to the first support unit 11, and the first brake unit 31 is slidingly connected to the first support unit 11 and the mounting rod 16, respectively. The mounting rod 16 has two ends connected to the first support unit 11 and the second support unit 12, respectively. The positioning unit 41 is connected to the mounting rod 16 and applies a force in the first direction to the mounting rod 16. At least part of the third brake unit 34 is arranged in a space surrounded by the first support unit 11 and the second support unit 12. The first sliding unit 13 includes a first sliding rod 131 and a first sliding hole 132. The third support unit 15 is connected to the first sliding rod 131, and the first sliding hole 132 penetrates through both sides of the first support unit 11 and is slidingly connected to the first sliding rod 131. The first support unit 11 and the second support unit 12 move in the third brake unit 34 axial direction.

[0096] The sliding area of the first brake unit 31 on the first support unit 11 is a first sliding area 50, and the sliding area of the first brake unit 31 on the mounting rod 16 is a second sliding area 60; the abutting area of the second return unit 43 on the first brake unit 31 is a second abutting area 70, and the second sliding area 60, the second abutting area 70, and the first sliding area 50 are sequentially arranged along the second direction; the abutting area of the driving unit 21 on the first brake unit 31 is a third abutting area, and the area projected by the third abutting area toward the driving unit 21 at least partially overlaps the area projected by the first sliding area 50 toward the driving unit 21 in the length direction of the first brake unit 31.

[0097] Step S21: When the first brake unit 31 abuts against the third brake unit 34, the return assembly 40 drives the first brake unit 31 to move away from the third brake unit 34 to a second set state with a first driving force, and the driving unit 21 drives the first brake unit 31 to move away from the third brake unit 34 with a second driving force. The first driving force is greater than the second driving force, the second connecting unit 32 slides relative to the first connecting unit 22, and the second set state includes that the minimum distance between the first brake unit 31 and the third brake unit 34 along the axis direction of the third brake unit 34 is a third set value. The third set value is less than the second set value, and the third set value can be the second set value*k, 0

[0098] It is understood by those of ordinary skill in the art that the above-mentioned embodiments are specific cases for implementing the present disclosure, and in actual applications, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A vehicle control device, characterized in that, The vehicle control device includes: Support components; The driving component includes a driving unit and a first connecting unit; the driving unit is connected to the supporting component and the first connecting unit respectively. A braking assembly includes a first braking unit, a second connecting unit, and a third braking unit; the first braking unit is connected to the second connecting unit; the first connecting unit is connected to the second connecting unit; the first braking unit is slidably connected to the support assembly; the first braking unit moves toward or away from the third braking unit. A rebound assembly is connected to the support assembly; the rebound assembly abuts against the first braking unit; the rebound assembly applies a force to the first braking unit in a direction away from the third braking unit; The vehicle control device includes a brake cancellation state; the brake cancellation state includes, when the first braking unit abuts against the third braking unit, the drive unit drives the first braking unit to move away from the third braking unit through the first connecting unit and the second connecting unit, and the rebound assembly drives the first braking unit to move away from the third braking unit. The rebound assembly includes a first rebound unit, a positioning unit, and a second rebound unit; the first rebound unit is connected to the positioning unit; the positioning unit is connected to the support assembly; the positioning unit applies a force to the support assembly in a first direction; the first rebound unit abuts against the first braking unit; the first rebound unit applies a force to the first braking unit in a second direction; one end of the second rebound unit is connected to the positioning unit, and the other end abuts against the first braking unit; the second rebound unit applies a force to the first braking unit in a direction away from the third braking unit; wherein the first direction is opposite to the second direction; The support assembly includes a first support unit, a second support unit, and a mounting rod; The area where the first braking unit slides on the first support unit is the first sliding area; the area where the first braking unit slides on the mounting rod is the second sliding area; the area where the second rebound unit abuts on the first braking unit is the second abutting area; the second sliding area, the second abutting area, and the first sliding area are arranged sequentially along the second direction; the area where the driving unit abuts on the first braking unit is the third abutting area; the area projected by the third abutting area toward the driving unit and the area projected by the first sliding area toward the driving unit at least partially overlap in the length direction of the first braking unit; The braking cancellation state includes a first cancellation state and a second cancellation state; the first cancellation state includes the second rebound unit driving the first braking unit to move away from the third braking unit when the first braking unit comes into contact with the third braking unit, and the driving unit driving the first braking unit with a first driving force and a second driving force; wherein the first driving force is greater than the second driving force, and the second connecting unit moves relative to the first connecting unit; The second cancellation state includes the second rebound unit driving the first braking unit to move away from the third braking unit together with the third driving force and the driving unit driving with the fourth driving force; wherein the fourth driving force is greater than the third driving force; the first cancellation state and the second cancellation state are performed sequentially.

2. The vehicle control device according to claim 1, characterized in that, The braking cancellation state also includes the following: when the first braking unit comes into contact with the third braking unit, the driving unit drives the first braking unit to move away from the third braking unit through the first connecting unit and the second connecting unit, and the second rebound unit drives the first braking unit to move away from the third braking unit.

3. A vehicle control device according to claim 2, characterized in that, The support assembly includes a first sliding unit and a third support unit; the first support unit is connected to the second support unit; the driving unit is connected to the first support unit; and the first braking unit is slidably connected to the first support unit. One end of the mounting rod is connected to the first support unit, and the other end is connected to the second support unit; the first braking unit is slidably connected to the mounting rod; the positioning unit is connected to the mounting rod; the positioning unit applies a force to the mounting rod along the first direction; At least a portion of the third braking unit is disposed within the space enclosed by the first support unit and the second support unit; the first sliding unit includes a first sliding rod and a first sliding hole; the third support unit is connected to the first sliding rod; the first sliding hole passes through both sides of the first support unit; the first sliding hole is slidably connected to the first sliding rod; the first support unit and the second support unit move along the axial direction of the third braking unit.

4. A vehicle control device according to claim 1, characterized in that, The first rebound unit applies a force to the first braking unit in a direction away from the third braking unit; the area where the first rebound unit abuts against the first braking unit is the first abutting area; the second sliding area, the first abutting area, and the first sliding area are arranged sequentially along the second direction; The first cancellation state also includes the following: when the first braking unit comes into contact with the third braking unit, the second rebound unit and the first rebound unit together drive the first braking unit to move away from the third braking unit with a first driving force and the driving unit drives the first braking unit with a second driving force. The second cancellation state also includes the second rebound unit and the first rebound unit working together with a third driving force and the driving unit working with a fourth driving force to drive the first braking unit to move away from the third braking unit.

5. A vehicle control device according to claim 1, characterized in that, The first connecting unit includes a connecting hole and a limiting sleeve; the driving unit is recessed at one end near the first connecting unit to form the connecting hole; the limiting sleeve is connected to the inner peripheral wall of the connecting hole; The second connecting unit includes a connecting rod and a limiting rod; the first braking unit, the connecting rod, and the limiting rod are connected in sequence; the limiting sleeve is sleeved on the outer periphery of the connecting rod; the diameter of the limiting rod is larger than the inner diameter of the limiting sleeve; The brake cancellation state also includes the drive unit driving the limiting sleeve to move the limiting rod to abut against one axial end of the limiting sleeve or the connecting rod sliding relative to the limiting sleeve, thereby driving the first braking unit to move away from the third braking unit.

6. A vehicle control device according to claim 3, characterized in that, The braking assembly further includes a second braking unit; the second braking unit is connected to the second support unit; the second braking unit is disposed on the side of the third braking unit away from the first braking unit; The braking cancellation state also includes the following: when the first braking unit and the second braking unit respectively abut against the two sides of the axial direction of the third braking unit, after the first braking unit moves away from the third braking unit, the second support unit drives the second braking unit to move away from the first braking unit.

7. A vehicle control device according to claim 6, characterized in that, The first sliding unit further includes a first retraction ring; the first retraction ring is connected to the first support unit; the first retraction ring abuts against the outer peripheral wall of the first slide bar; The vehicle control device further includes a first driving state and a second driving state; the first driving state includes the driving unit driving the first braking unit to move closer to the third braking unit through the first connecting unit and the second connecting unit; The second driving state includes the first braking unit abutting against the third braking unit, the second support unit driving the second braking unit to move toward the first braking unit, and the portion of the first retraction ring away from the first slide rod moving with the second braking unit; The braking cancellation state also includes the process in which the second support unit drives the second braking unit to move away from the first braking unit, and when the first retraction ring recovers its elastic deformation, it drives the second braking unit to move away from the first braking unit through the first slide rod.

8. A vehicle control method, characterized in that, The vehicle control method is applied to a vehicle control device according to any one of claims 1-7, and the vehicle control method includes: When the brake cancellation command is triggered, the drive unit reduces the driving force to a first set value; wherein, when the brake cancellation command is triggered, the first brake unit abuts against the third brake unit under the drive of the drive unit; The drive unit drives the first braking unit to move away from the third braking unit through the first connecting unit and the second connecting unit, while the rebound assembly drives the first braking unit to move away from the third braking unit. Braking is cancelled when the first braking unit moves to a first preset state; wherein, the first preset state includes a minimum distance between the first braking unit and the third braking unit along the axial direction of the third braking unit that is greater than or equal to a second preset value.

9. A vehicle control method according to claim 8, characterized in that, The drive unit drives the first braking unit to move away from the third braking unit via the first connecting unit and the second connecting unit, while the rebound assembly drives the first braking unit to move away from the third braking unit, including: When the first braking unit abuts against the third braking unit, the rebound assembly drives the first braking unit to move away from the third braking unit to a second preset state with a first driving force and the driving unit drives the first braking unit to move away from the third braking unit with a second driving force; wherein, the first driving force is greater than the second driving force, the second connecting unit slides relative to the first connecting unit, and the second preset state includes a third preset value being the minimum distance between the first braking unit and the third braking unit along the axial direction of the third braking unit; the third preset value is less than the second preset value; The rebound assembly drives the first braking unit to move away from the third braking unit simultaneously with a third driving force and the driving unit drives the first braking unit with a fourth driving force; wherein the fourth driving force is greater than the third driving force.

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