Vehicle control device and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a vehicle control device and a vehicle. The device comprises a supporting assembly, a braking assembly, a braking disc and a driving assembly. The braking assembly is slidably connected with the supporting assembly. The driving assembly comprises a first driving unit and a second driving unit; the first driving unit and the second driving unit are connected with the supporting assembly. The first driving unit and the second driving unit are sequentially arranged in the circumferential direction of the brake disc in the set direction. The vehicle control device comprises a braking state; in the braking state, the first driving unit and the second driving unit jointly drive the braking assembly to move towards the braking disc, and R1 is larger than R2; wherein R1 is the distance between the acting point of acting force applied by the first driving unit on the brake assembly and the central axis of the brake disc in the radial direction of the brake disc, and R2 is the distance between the acting point of acting force applied by the second driving unit on the brake assembly and the central axis of the brake disc in the radial direction of the brake disc. Therefore, the problem that the vehicle control device is easy to generate noise is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to a vehicle control device and a vehicle. Background Technology

[0002] In current vehicle control systems, pistons push friction pads into contact with the brake disc, using the friction between the pads and the disc to resist its rotation, thus slowing or stopping the vehicle. The structure and arrangement of the internal pistons in the vehicle control unit significantly affect braking performance; the traditional symmetrical dual-piston vehicle control unit is a commonly used structure. In this unit, the two pistons are identical in size and symmetrically distributed about the center of the brake disc. During operation, the two pistons work synchronously to push the corresponding friction pads towards the brake disc, creating contact pressure and ensuring basic stability during braking.

[0003] The symmetrical design of traditional symmetrical dual-piston vehicle control systems results in a uniform or symmetrical pressure distribution on the brake pads. This pressure distribution easily excites the brake pad backing plate or brake disc to produce specific vibration modes, such as symmetrical vibration modes similar to the up-and-down vibration of the drumhead, and anti-symmetrical vibration modes similar to the torsion of a seesaw, thus generating braking noise. Braking noise (especially screeching noise) is essentially self-excited vibration, originating from the unstable vibration caused by the frictional coupling between the brake pads and brake disc; when the excited vibration system reaches its natural frequency and resonates, it produces a piercing noise. Summary of the Invention

[0004] To address the problem of noise generated by vehicle control devices, this invention provides a vehicle control device and a vehicle.

[0005] In a first aspect, the present invention provides a vehicle control device, the vehicle control device comprising:

[0006] Support components;

[0007] A braking assembly, wherein the braking assembly is slidably connected to the support assembly;

[0008] Brake disc;

[0009] The drive assembly includes a first drive unit and a second drive unit; the first drive unit and the second drive unit are respectively connected to the support assembly; the first drive unit and the second drive unit are arranged sequentially along a predetermined direction in the circumferential direction of the brake disc;

[0010] The vehicle control device includes a braking state; the braking state includes the first drive unit and the second drive unit jointly driving the braking assembly to move toward the brake disc, R1 > R2; wherein, R1 is the distance between the point where the first drive unit applies force to the braking assembly and the radial distance between the central axis of the brake disc and the brake disc, and R2 is the distance between the point where the second drive unit applies force to the braking assembly and the radial distance between the central axis of the brake disc and the brake disc.

[0011] In some embodiments, the first driving unit includes a first driving part and a first driving piston; the first driving piston is drivenly connected to the first driving part; the second driving unit includes a second driving part and a second driving piston; the second driving piston is drivenly connected to the second driving part; the first driving part and the second driving part are respectively connected to the support assembly.

[0012] The braking assembly includes a braking unit and an adjusting unit; the braking unit is slidably connected to the supporting assembly; the adjusting unit is connected to the braking unit near the first driving piston; the first driving piston and the second driving piston are respectively driven connected to the adjusting unit; the first driving piston and the second driving piston are sequentially arranged along the set direction in the circumferential direction of the brake disc; R3=R4; where R3 is the distance between the central axis of the first driving piston and the central axis of the brake disc along the radial direction of the brake disc; R4 is the distance between the central axis of the second driving piston and the central axis of the brake disc along the radial direction of the brake disc;

[0013] The first drive piston and the second drive piston together drive the braking unit to move toward the brake disc through the adjustment unit.

[0014] In some embodiments, 1 < R1 / R2 < 1.14.

[0015] In some embodiments, the adjusting unit includes an adjusting body and a locking pawl; one end of the locking pawl is connected to the adjusting body, and the other end extends toward the braking unit; the adjusting body is disposed on the side of the braking unit near the first driving piston; at least a portion of the adjusting body abuts against the braking unit; the locking pawl is connected to the outer circumferential surface of the braking unit along the circumferential direction of the brake disc; the first driving piston and the second driving piston are respectively driven connected to the adjusting body;

[0016] The first drive piston and the second drive piston together drive the braking unit to move toward the brake disc through the adjusting body.

[0017] In some embodiments, the adjusting body includes a first plate; the first plate is configured as a thin plate; the first plate has a recessed clearance opening on the side near the first drive piston and near the central axis of the brake disc; the first plate is disposed on the side of the braking unit near the first drive piston; the first plate abuts against the braking unit; one end of the engaging claw is connected to the first plate, and the other end extends toward the braking unit; the engaging claw and the clearance opening are spaced apart; the first plate abuts against a portion of the first drive piston on the side away from the central axis of the brake disc; the first plate abuts against the second drive piston;

[0018] The first driving piston and the second driving piston together drive the braking unit to move toward the brake disc via the first plate.

[0019] In some embodiments, the adjusting body further includes a second plate; the second plate is connected to the first plate; the second plate is disposed within the clearance opening near the central axis of the brake disc; the second plate and the first plate surround each other to form a predetermined hollow space; the engaging claw connects the first plate and / or the second plate;

[0020] The braking state also includes the following: when the first driving piston and the second driving piston drive the braking unit to move toward the brake disc through the first plate, a portion of the area projected by the first driving piston toward the first plate coincides with the set hollow space; the area projected by the first driving piston toward the first plate is spaced apart from the second plate.

[0021] In some embodiments, the adjusting body further includes a third plate; the third plate is connected to the first plate; the third plate fills the clearance opening; the engaging claw connects the first plate and / or the third plate; L1 < L2; where L1 is the distance between the first plate and the first drive piston along the axial direction of the brake disc, and L2 is the distance between the third plate and the first drive piston along the axial direction of the brake disc;

[0022] The braking state further includes the first driving piston abutting against the first plate or the first driving piston abutting against the first plate and the third plate to drive the braking unit to move toward the brake disc, and the second driving piston driving the braking unit to move toward the brake disc through the first plate.

[0023] In some embodiments, the braking unit includes a braking body and a sliding tongue; the braking body is connected to the sliding tongue; the sliding tongue is slidably connected to the support assembly; the braking body is disposed on the side of the adjustment unit near the brake disc;

[0024] The braking state also includes the first driving piston and the second driving piston driving the brake body toward the brake disc via the adjustment unit; R1 is the distance between the point where the first driving unit applies force to the brake body via the adjustment unit and the radial distance between the central axis of the brake disc and the brake disc; R2 is the distance between the point where the second driving unit applies force to the brake body via the adjustment unit and the radial distance between the central axis of the brake disc and the brake disc.

[0025] In some embodiments, the vehicle control device further includes a rebound assembly; the rebound assembly is connected to the support assembly; the rebound assembly is drivenly connected to the braking assembly; the rebound assembly applies a force to the braking assembly in a direction away from the brake disc;

[0026] The vehicle control device also includes a release state; the release state includes the drive assembly stopping the brake assembly from moving toward the brake disc, and the rebound assembly driving the brake assembly to move away from the brake disc.

[0027] In a second aspect, the present invention provides a vehicle, the vehicle including any of the vehicle control devices described in the first aspect, the vehicle further including:

[0028] The vehicle body, and the supporting components are connected to the vehicle body;

[0029] The third drive unit is connected to the vehicle body; the brake disc is drivenly connected to the third drive unit; the set direction is the rotation direction of the brake disc when the vehicle is moving.

[0030] The braking state also includes the first drive unit and the second drive unit jointly driving the braking assembly to move toward the brake disc, so that the rotational speed at which the braking assembly contacts the brake disc is lower than the set rotational speed.

[0031] To address the problem of noise generation in vehicle control devices, this invention offers the following advantages:

[0032] In braking mode, the first and second drive units jointly drive the braking assembly to move towards the brake disc. The distance R1 between the point of application of the force applied by the first drive unit on the braking assembly and the radial distance R1 of the brake disc's central axis is greater than the distance R2 between the corresponding point of application of the second drive unit. This achieves a non-uniform pressure distribution of the braking assembly on the brake disc, changes the point of application of the resultant force, and prevents the braking assembly from coinciding with the geometric center or sensitive vibration mode node of the brake disc. This suppresses specific vibration modes (symmetric or antisymmetric bending and torsional vibration modes) that easily cause brake pads to squeal, weakens modal coupling, and causes frictional energy to dissipate at different phases in different local areas, disrupting the positive energy feedback loop required for sustained resonance. Ultimately, this prevents the excitation or maintenance of specific frequency vibrations that generate noise. Attached Figure Description

[0033] Figure 1 A schematic diagram of a vehicle control device according to one embodiment is shown;

[0034] Figure 2 It shows Figure 1 Side view of the vehicle control unit in the middle;

[0035] Figure 3 It shows Figure 1 A partial sectional view of the vehicle control unit in the image;

[0036] Figure 4 It shows Figure 1 A schematic diagram of the braking assembly of the vehicle control device;

[0037] Figure 5 A front view of a braking assembly in one embodiment is shown;

[0038] Figure 6 A front view of the braking assembly in another embodiment is shown;

[0039] Figure 7 A schematic diagram of a vehicle in one embodiment is shown.

[0040] Reference numerals: Support assembly 10; Drive assembly 20; First drive unit 21; First drive piston 211; Second drive unit 22; Second drive piston 221; Braking assembly 30; Braking unit 31; Braking body 311; Sliding tongue 312; Adjusting unit 32; Adjusting body 321; First plate 3211; Second plate 3212; Third plate 3213; Engaging pawl 322; Rebound assembly 40; Brake disc 50; Vehicle body 60. Detailed Implementation

[0041] 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.

[0042] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0043] The symmetrical design of traditional symmetrical dual-piston vehicle control systems results in a uniform or symmetrical pressure distribution on the brake pads. This pressure distribution easily excites the brake pad backing plate or brake disc to produce specific vibration modes, such as symmetrical vibration modes similar to the up-and-down vibration of the drumhead, and anti-symmetrical vibration modes similar to the torsion of a seesaw, thus generating braking noise. Braking noise (especially screeching noise) is essentially self-excited vibration, originating from the unstable vibration caused by the frictional coupling between the brake pads and brake disc; when the excited vibration system reaches its natural frequency and resonates, it produces a piercing noise.

[0044] Example 1:

[0045] In this embodiment, to solve the above problems, the present invention provides a vehicle control device, such as... Figure 1 As shown, the vehicle control device includes a support assembly 10, a braking assembly 30, a brake disc 50, and a drive assembly 20.

[0046] The support assembly 10 provides a stable mounting carrier and support foundation for the braking assembly 30, the drive assembly 20 and the brake disc 50, provides structural support for the realization of the braking function, and ensures the overall stability of the braking system installation.

[0047] The braking assembly 30 is slidably connected to the support assembly 10, thereby allowing the braking assembly 30 to move along the support assembly 10 under the driving force of the drive assembly 20. Figure 2 The brake assembly 30 slides smoothly in the left and right directions as shown, ensuring that it can move accurately toward or away from the brake disc 50. This provides a guarantee for reliable contact or separation between the brake assembly 30 and the brake disc 50, and ensures the smoothness of the braking action.

[0048] As the object on which the braking assembly 30 applies frictional force, when the braking assembly 30 contacts the brake disc 50, the frictional force generated between the two can resist the rotation of the brake disc 50, thereby converting the vehicle's kinetic energy into frictional heat energy for consumption, providing a braking basis for the vehicle to decelerate or stop, and realizing the braking function.

[0049] The drive assembly 20 includes a first drive unit 21 and a second drive unit 22. The first drive unit 21 and the second drive unit 22 are respectively connected to the support assembly 10, thereby stably providing driving force to the braking assembly 30. Simultaneously, the first drive unit 21 and the second drive unit 22 are sequentially arranged along a predetermined direction in the circumferential direction of the brake disc 50, providing the structural conditions for subsequently achieving asymmetrical force application to the braking assembly 30. The predetermined direction can be clockwise or counterclockwise.

[0050] The vehicle control device includes a braking state. The braking state involves the first drive unit 21 and the second drive unit 22 jointly driving the braking assembly 30 towards the brake disc 50. R1 > R2, resulting in a non-uniform pressure distribution of the braking assembly 30 on the brake disc 50. This changes the point of application of the resultant force of the first drive unit 21 and the second drive unit 22, ensuring that the pressure center does not coincide with the geometric center of the braking assembly 30. This constrains the specific vibration modes (symmetric or anti-symmetric bending and torsional modes) that the braking assembly 30 is prone to generate. Braking squeal often requires two or more modes to be coupled together. The asymmetric pressure distribution changes the stiffness matrix of the vehicle control device, thereby weakening the coupling between these modes and making it difficult for the vehicle control device to establish severe self-excited vibration. This further weakens the modal coupling and causes frictional energy to dissipate at different phases in different local areas, disrupting the positive energy feedback loop required for sustained resonance. Ultimately, this changes the vibration characteristics of the braking system, preventing the effective excitation or maintenance of specific frequency vibrations that generate noise, thus solving the problem of braking noise (especially squealing noise) caused by uniform pressure distribution-excited vibration modes and achieving noise reduction. For example, when a seesaw (anti-symmetric mode) vibrates, vibration will occur if the same force (symmetrical force) is applied to both ends. However, if a larger force is applied to one end and a smaller force to the other, vibration becomes more difficult. Here, R1 is the distance between the point of application of the force exerted by the first drive unit 21 on the braking assembly 30 and the radial distance between the central axis of the brake disc 50 and the brake disc 50, and R2 is the distance between the point of application of the force exerted by the second drive unit 22 on the braking assembly 30 and the radial distance between the central axis of the brake disc 50 and the brake disc 50.

[0051] Furthermore, such as Figure 3 As shown, the first drive unit 21 includes a first drive section and a first drive piston 211. The first drive piston 211 is drivenly connected to the first drive section, thereby ensuring that the first drive section can effectively transmit driving force through the first drive piston 211. The second drive unit 22 includes a second drive section and a second drive piston 221. The second drive piston 221 is drivenly connected to the second drive section, thereby ensuring that the second drive section can effectively transmit driving force through the second drive piston 221. The first drive section and the second drive section are respectively connected to the support assembly 10, ensuring that the first drive unit 21 and the second drive unit 22 are stably installed on the support assembly 10, avoiding positional displacement during the driving process, and providing a structural foundation for the subsequent stable drive braking assembly 30.

[0052] The braking assembly 30 includes a braking unit 31 and an adjusting unit 32. The braking unit 31 is slidably connected to the support assembly 10, thereby ensuring that the braking unit 31 accurately approaches or moves away from the brake disc 50. The adjusting unit 32 is connected to the side of the braking unit 31 near the first drive piston 211. The first drive piston 211 and the second drive piston 221 are respectively driven connected to the adjusting unit 32. The adjusting unit 32 can act as a transfer component of driving force to move the braking unit 31 toward or away from the brake disc 50. The first drive piston 211 and the second drive piston 221 are arranged sequentially in a predetermined direction along the circumference of the brake disc 50, with R3=R4. Wherein, R3 is the distance between the central axis of the first drive piston 211 and the central axis of the brake disc 50 along the radial direction of the brake disc 50, and R4 is the distance between the central axis of the second drive piston 221 and the central axis of the brake disc 50 along the radial direction of the brake disc 50. Although R3=R4, R1>R2, so there is no need to change the relative positions of the first driving piston 211 and the second driving piston 221 with the support component 10. The production of the support component 10 does not require additional mold opening, thereby saving production and manufacturing costs.

[0053] The first drive piston 211 and the second drive piston 221 jointly drive the braking unit 31 to move toward the brake disc 50 through the adjustment unit 32, thereby ensuring that the braking unit 31 can obtain a stable and sufficient driving force to move toward the brake disc 50, and thus realize the braking function.

[0054] Furthermore, 1 < R1 / R2 < 1.14. Here, R1 is the distance between the point where the first drive unit 21 applies force to the braking assembly 30 and the radial distance between the central axis of the brake disc 50 and the brake disc 50, and R2 is the distance between the point where the second drive unit 22 applies force to the braking assembly 30 and the radial distance between the central axis of the brake disc 50 and the brake disc 50. By limiting the ratio range of 1 < R1 / R2 < 1.14, while achieving an asymmetrical setting of R1 and R2 through the adjustment unit 32, it is possible to ensure that the braking assembly 30 forms an effective non-uniform pressure distribution on the brake disc 50, thereby continuing the noise reduction effect of suppressing the specific vibration mode of the braking assembly 30 that is prone to squealing, weakening modal coupling, and disrupting the positive feedback loop of energy required for continuous resonance. At the same time, it is possible to avoid the braking assembly 30 becoming unbalanced due to an excessively large difference between the ratios of R1 and R2, which would affect braking stability.

[0055] Furthermore, such as Figure 5As shown, the adjustment unit 32 includes an adjustment body 321 and a locking claw 322. One end of the locking claw 322 is connected to the adjustment body 321, and the other end extends towards the braking unit 31. The adjustment body 321 is located on the side of the braking unit 31 near the first drive piston 211, and at least a portion of the adjustment body 321 abuts against the braking unit 31, thereby achieving a stable connection between the adjustment body 321 and the braking unit 31 and preventing relative displacement between the adjustment body 321 and the braking unit 31 during the transmission of driving force. The locking claw 322 is connected to the outer circumferential surface of the braking unit 31 along the circumferential direction of the brake disc 50. The first drive piston 211 and the second drive piston 221 are respectively driven connected to the adjustment body 321, thereby accurately transmitting driving force to the adjustment body 321. The adjustment body 321 drives the braking unit 31 away from or towards the braking unit 31, realizing the braking function of the brake disc 50 and ensuring safety during vehicle operation. At the same time, the locking claw 322 does not require additional space for assembly, reducing the overall size of the vehicle control device.

[0056] The first drive piston 211 and the second drive piston 221 together drive the braking unit 31 toward the brake disc 50 via the adjusting body 321. This ensures that the braking unit 31 can obtain stable and sufficient driving force to move toward the brake disc 50, thereby realizing the braking function.

[0057] Furthermore, such as Figure 5 As shown, the adjusting body 321 includes a first plate 3211. The first plate 3211 is designed as a thin plate to facilitate fitting the installation space between the braking unit 31 and the drive assembly 20, thereby reducing the overall volume occupied by the structure. The first plate 3211 has a recessed clearance on the side near the first drive piston 211 and near the central axis of the brake disc 50, i.e. Figure 5The lower left corner of the adjusting body 321 is missing a piece. This allows for adjustment of the contact position between the first plate 3211 and the first drive piston 211, without changing the distance between the first drive piston 211 and the central axis of the brake disc 50 and the second drive piston 221 (R3=R4). This results in different distances between the points of application of the forces exerted by the first drive unit 21 and the second drive unit 22 on the braking assembly 30 and the central axis of the brake disc 50, i.e., R1>R2. The first plate 3211 is located on the side of the braking unit 31 closest to the first drive piston 211. The first plate 3211 abuts against the braking unit 31. One end of the engaging claw 322 is connected to the first plate 3211, and the other end extends towards the braking unit 31, ensuring a stable connection between the adjusting body 321 and the braking unit 31 and preventing relative movement between the first plate 3211 and the braking unit 31 during the transmission of driving force. The engagement claw 322 and the clearance opening are spaced apart. The first plate 3211 abuts against the side of the first drive piston 211 away from the central axis of the brake disc 50. The first plate 3211 abuts against the second drive piston 221, which can ensure that the driving force is accurately transmitted to the adjustment body 321.

[0058] The first drive piston 211 and the second drive piston 221 together drive the braking unit 31 toward the brake disc 50 via the first plate 3211. This ensures that the braking unit 31 can obtain stable and sufficient driving force to move toward the brake disc 50, thereby realizing the braking function.

[0059] Furthermore, such as Figure 5 As shown, the adjusting body 321 also includes a second plate 3212. The second plate 3212 is connected to the first plate 3211 and is disposed within the clearance opening near the central axis of the brake disc 50. The second plate 3212 fills part of the gap in the clearance opening of the first plate 3211, compensating for the insufficient local structural strength of the adjusting body 321 caused by the existence of the clearance opening. This effectively increases the connection strength and structural stability of the adjusting body 321, preventing deformation of the adjusting body 321 during the transmission of driving force. The second plate 3212 and the first plate 3211 surround and form a defined hollow space. A locking claw 322 connects the first plate 3211 and / or the second plate 3212. This improves the stability of the connection between the locking claw 322 and the adjusting body 321, ensuring the reliability of the connection between the adjusting body 321 and the braking unit 31.

[0060] The braking state also includes the following: when the first driving piston 211 and the second driving piston 221 drive the braking unit 31 toward the brake disc 50 via the first plate 3211, a portion of the area projected by the first driving piston 211 toward the first plate 3211 coincides with the designated hollow space. The area projected by the first driving piston 211 toward the first plate 3211 is spaced apart from the second plate 3212. This ensures that the first driving piston 211 does not interfere with the second plate 3212 during the driving process, ensuring that the driving force can be smoothly transmitted to the braking unit 31 through the first plate 3211, thus ensuring the smoothness of the braking action. At the same time, the spaced arrangement of the first driving piston 211 and the second plate 3212 does not affect the non-uniform pressure distribution formed by the braking unit 31 on the brake disc 50, thereby continuing to play the role of suppressing specific vibration modes of the brake pads, weakening modal coupling, and disrupting the positive feedback loop of resonant energy, ensuring noise reduction effect. Furthermore, the increased structural strength relying on the second plate 3212 makes the driving process more stable, avoiding the influence of the deformation of the regulating body 321 on the transmission accuracy.

[0061] Furthermore, such as Figure 6 As shown, the adjusting body 321 also includes a third plate 3213. The third plate 3213 connects to the first plate 3211, making the adjusting body 321 a single plate structure, significantly improving the overall structural strength of the adjusting body 321 and preventing deformation or damage to the adjusting body 321 when transmitting driving force. The third plate 3213 fills the clearance opening, and the engaging claw 322 connects the first plate 3211 and / or the third plate 3213. L1 < L2; where L1 is the distance between the first plate 3211 and the first drive piston 211 along the axial direction of the brake disc 50, and L2 is the distance between the third plate 3213 and the first drive piston 211 along the axial direction of the brake disc 50. This makes the third plate 3213 thinner than the first plate 3211, thus avoiding the first drive piston 211. This eliminates the need to change the distance between the first drive piston 211 and the central axis of the brake disc 50, or the distance between the second drive piston 221 and the central axis of the brake disc 50 (i.e., R3=R4), thereby eliminating the need for additional molds for the drive assembly 20 and saving production costs. Simultaneously, the engaging claw 322 connects the first plate 3211 and / or the third plate 3213, further enhancing the stability of the connection between the adjusting body 321 and the braking unit 31, ensuring stable transmission of driving force in the future.

[0062] The braking state also includes the first drive piston 211 abutting against the first plate 3211 or the first drive piston 211 abutting against the first plate 3211 and the third plate 3213, thereby driving the braking unit 31 to move toward the brake disc 50, and the second drive piston 221 driving the braking unit 31 toward the brake disc 50 through the first plate 3211. This ensures that the first drive piston 211 and the second drive piston 221 jointly drive the braking unit 31 to move toward the brake disc 50, ensuring the reliability of the braking action. Meanwhile, the design of the thin third plate 3213 with L1 < L2 and the adjustment body 321 of the whole plate structure, under the premise of R3 = R4, realizes the difference between R1 (the radial distance between the point of application of the force of the first driving unit 21 and the central axis of the brake disc 50) and R2 (the radial distance between the point of application of the force of the second driving unit 22 and the central axis of the brake disc 50), so that the braking unit 31 forms a non-uniform pressure distribution on the brake disc 50, thereby suppressing the specific vibration mode that the brake pads are prone to squealing, weakening the modal coupling effect, and destroying the positive feedback loop of energy required for continuous resonance, thus achieving a noise reduction effect; and the high strength characteristics of the whole plate structure can ensure that the adjustment body 321 is not easily deformed during the transmission of driving force, ensuring the setting accuracy of R1 and R2, and not affecting the braking stability of the braking system.

[0063] Furthermore, such as Figure 4 As shown, the braking unit 31 includes a brake body 311 and a sliding tongue 312. The brake body 311 is connected to the sliding tongue 312, providing a stable sliding guide for the brake body 311. This ensures that the brake body 311 moves smoothly along the preset trajectory of the support assembly 10 under the action of driving force, preventing deviation during the movement of the brake body 311. The sliding tongue 312 is slidably connected to the support assembly 10, and the brake body 311 is located on the side of the adjustment unit 32 near the brake disc 50. This allows the driving force transmitted by the adjustment unit 32 to be accurately applied to the brake body 311, facilitating subsequent contact between the brake body 311 and the brake disc 50 to achieve the braking function.

[0064] The braking state also includes the first drive piston 211 and the second drive piston 221 driving the brake body 311 toward the brake disc 50 via the adjustment unit 32. The driving force of the first drive piston 211 and the second drive piston 221 is transmitted to the brake body 311 via the adjustment unit 32, which ensures that the brake body 311 obtains a stable driving force to move toward the brake disc 50, thus ensuring the reliability of the braking action. R1 is the distance between the point of application of the force applied by the first drive unit 21 to the brake body 311 via the adjustment unit 32 and the radial distance between the central axis of the brake disc 50 and the brake disc 50. R2 is the distance between the point of application of the force applied by the second drive unit 22 to the brake body 311 via the adjustment unit 32 and the radial distance between the central axis of the brake disc 50 and the brake disc 50. In this way, by adjusting the unit 32, the first driving piston 211 and the second driving piston 221 are respectively set asymmetrically to the friction pads. This enables the brake body 311 to form a non-uniform pressure distribution on the brake disc 50, thereby suppressing the specific vibration mode that makes the brake pads prone to squealing, weakening the modal coupling effect, and disrupting the positive energy feedback cycle required for continuous resonance. Ultimately, this achieves a good noise reduction effect without affecting the braking stability of the braking system.

[0065] Furthermore, such as Figure 2 As shown, the vehicle control device also includes a spring-loaded assembly 40. The spring-loaded assembly 40 is connected to the support assembly 10 to ensure its secure installation. The spring-loaded assembly 40 is driven by the brake assembly 30, ensuring that the force of the spring-loaded assembly 40 is accurately transmitted to the brake assembly 30. The spring-loaded assembly 40 applies a force to the brake assembly 30 in a direction away from the brake disc 50, providing a power basis for the brake assembly 30 to reset from its braking position near the brake disc 50. This ensures that it does not interfere with the braking action of the drive assembly 20 pushing the brake assembly 30 towards the brake disc 50 during braking, and effectively drives the brake assembly 30 to reset during release, ensuring the rationality of the vehicle control device's function switching.

[0066] The vehicle control device also includes a release state. In the release state, the drive assembly 20 stops driving the brake assembly 30 to move closer to the brake disc 50, while the return assembly 40 drives the brake assembly 30 to move away from the brake disc 50. This release state prevents unnecessary frictional wear caused by continuous contact between the brake assembly 30 and the brake disc 50, extending the service life of both. Simultaneously, because the maximum force of the return assembly 40 is less than that of the drive assembly 20, the reset action of the release state ensures that it does not affect the braking effect in the braking state, enabling the vehicle control device to smoothly and reliably switch between the braking and release states.

[0067] Example 2:

[0068] In this embodiment, the present invention provides a vehicle, such as Figure 7As shown, the vehicle includes any of the vehicle control devices described in the above embodiments, and the vehicle also includes a vehicle body 60 and a third drive unit.

[0069] The support component 10 is connected to the vehicle body 60. The vehicle body 60 serves as the basic carrier, and the connection between the support component 10 and the vehicle body 60 ensures that the entire vehicle control device is stably installed on the vehicle, preventing positional displacement due to vibration during braking.

[0070] The vehicle body 60 is connected to the third drive unit. The brake disc 50 is driven by the third drive unit, which provides rotational power to the brake disc 50, adapting to the condition that the brake disc 50 rotates with the wheels when the vehicle is in motion. The setting direction is the rotation direction of the brake disc 50 when the vehicle is in motion, so that the arrangement of the first drive unit 21 and the second drive unit 22 matches the rotation direction of the brake disc 50, ensuring that the direction of the force exerted by the brake assembly 30 on the brake disc 50 during braking is coordinated with the rotation direction, thereby improving braking efficiency and stability.

[0071] The braking state also includes the first drive unit 21 and the second drive unit 22 jointly driving the braking assembly 30 to move towards the brake disc 50, so that the braking assembly 30 contacts the brake disc 50 until the rotational speed of the brake disc 50 is lower than the set rotational speed. This reduces the rotational speed of the brake disc 50 to below the set rotational speed, ensuring that the braking function can actually meet the needs of vehicle deceleration or stopping.

[0072] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A vehicle control device, characterized in that, The vehicle control device includes: Support components; A braking assembly, wherein the braking assembly is slidably connected to the support assembly; Brake disc; The drive assembly includes a first drive unit and a second drive unit; the first drive unit and the second drive unit are respectively connected to the support assembly; the first drive unit and the second drive unit are sequentially arranged along a predetermined direction in the circumferential direction of the brake disc; The vehicle control device includes a braking state; the braking state includes the first drive unit and the second drive unit jointly driving the braking assembly to move toward the brake disc, R1 > R2; wherein, R1 is the distance between the point where the first drive unit applies force to the braking assembly and the radial distance between the central axis of the brake disc and the brake disc, and R2 is the distance between the point where the second drive unit applies force to the braking assembly and the radial distance between the central axis of the brake disc and the brake disc.

2. The vehicle control device according to claim 1, characterized in that, The first drive unit includes a first drive section and a first drive piston; the first drive piston is drivenly connected to the first drive section; the second drive unit includes a second drive section and a second drive piston; the second drive piston is drivenly connected to the second drive section. The first driving unit and the second driving unit are respectively connected to the support assembly; The braking assembly includes a braking unit and an adjusting unit; the braking unit is slidably connected to the support assembly; the adjusting unit is connected to the braking unit on the side near the first drive piston. The first driving piston and the second driving piston are respectively drivenly connected to the adjustment unit; The first drive piston and the second drive piston are sequentially arranged in the circumferential direction of the brake disc along the predetermined direction; R3=R4; where R3 is the distance between the central axis of the first drive piston and the central axis of the brake disc along the radial direction of the brake disc; R4 is the distance between the central axis of the second drive piston and the central axis of the brake disc along the radial direction of the brake disc; The first drive piston and the second drive piston together drive the braking unit to move toward the brake disc through the adjustment unit.

3. A vehicle control device according to claim 1, characterized in that, 1 < R1 / R2 < 1.

14.

4. A vehicle control device according to claim 2, characterized in that, The adjustment unit includes an adjustment body and a locking claw; one end of the locking claw is connected to the adjustment body, and the other end extends toward the braking unit; the adjustment body is disposed on the side of the braking unit near the first drive piston; at least a portion of the adjustment body abuts against the braking unit; The engaging claw is connected to the outer circumferential surface of the braking unit along the circumferential direction of the brake disc; the first driving piston and the second driving piston are respectively driven connected to the adjusting body; The first drive piston and the second drive piston together drive the braking unit to move toward the brake disc through the adjusting body.

5. A vehicle control device according to claim 4, characterized in that, The adjusting body includes a first plate; the first plate is configured as a thin plate; the first plate has a recessed clearance formed on the side of the first plate near the first driving piston and near the central axis of the brake disc; the first plate is disposed on the side of the braking unit near the first driving piston; the first plate abuts against the braking unit. One end of the engaging claw is connected to the first plate, and the other end extends toward the braking unit; the engaging claw and the clearance opening are spaced apart; the first plate abuts against the side of a portion of the first drive piston away from the central axis of the brake disc; the first plate abuts against the second drive piston; The first driving piston and the second driving piston together drive the braking unit to move toward the brake disc via the first plate.

6. A vehicle control device according to claim 5, characterized in that, The adjusting body further includes a second plate; the second plate is connected to the first plate; the second plate is disposed within the clearance opening near the central axis of the brake disc; the second plate and the first plate surround each other to form a predetermined hollow space; the engaging claw connects the first plate and / or the second plate; The braking state also includes the following: when the first driving piston and the second driving piston drive the braking unit to move toward the brake disc through the first plate, a portion of the area projected by the first driving piston toward the first plate coincides with the set hollow space; the area projected by the first driving piston toward the first plate is spaced apart from the second plate.

7. A vehicle control device according to claim 5, characterized in that, The adjusting body further includes a third plate; the third plate is connected to the first plate; the third plate fills the clearance opening; the engaging claw connects the first plate and / or the third plate; L1 < L2; where L1 is the distance between the first plate and the first drive piston along the axial direction of the brake disc, and L2 is the distance between the third plate and the first drive piston along the axial direction of the brake disc; The braking state further includes the first driving piston abutting against the first plate or the first driving piston abutting against the first plate and the third plate to drive the braking unit to move toward the brake disc, and the second driving piston driving the braking unit to move toward the brake disc through the first plate.

8. A vehicle control device according to claim 2, characterized in that, The braking unit includes a brake body and a sliding tongue; the brake body is connected to the sliding tongue; the sliding tongue is slidably connected to the support assembly; the brake body is disposed on the side of the adjustment unit near the brake disc; The braking state also includes the first driving piston and the second driving piston driving the brake body toward the brake disc via the adjustment unit; R1 is the distance between the point where the first driving unit applies force to the brake body via the adjustment unit and the radial distance between the central axis of the brake disc and the brake disc; R2 is the distance between the point where the second driving unit applies force to the brake body via the adjustment unit and the radial distance between the central axis of the brake disc and the brake disc.

9. A vehicle control device according to claim 1, characterized in that, The vehicle control device further includes a rebound assembly; the rebound assembly is connected to the support assembly; the rebound assembly is drivenly connected to the braking assembly; the rebound assembly applies a force to the braking assembly in a direction away from the brake disc; The vehicle control device also includes a release state; the release state includes the drive assembly stopping the brake assembly from moving toward the brake disc, and the rebound assembly driving the brake assembly to move away from the brake disc.

10. A vehicle, characterized in that, The vehicle includes a vehicle control device according to any one of claims 1-9, and the vehicle further includes: The vehicle body, and the supporting assembly is connected to the vehicle body; The third drive unit is connected to the vehicle body; the brake disc is drivenly connected to the third drive unit; the set direction is the rotation direction of the brake disc when the vehicle is moving. The braking state also includes the first drive unit and the second drive unit jointly driving the braking assembly to move toward the brake disc, so that the rotational speed at which the braking assembly contacts the brake disc is lower than the set rotational speed.

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