Vehicle control device and vehicle

Abstract

The present application relates to the technical field of vehicle control, in particular to a vehicle control device and a vehicle. The device comprises a support assembly, a brake assembly, a brake disc and a driving assembly. The brake assembly is in sliding connection with the support assembly. The driving assembly comprises first and second driving units. The first and second driving units are respectively connected with the support assembly. The first and second driving units are sequentially arranged in a set direction in the circumferential direction of the brake disc. The vehicle control device comprises a braking state. The braking state comprises the first and second driving units jointly driving the brake assembly to move towards the brake disc, and R1>R2. R1 is the distance between the action point of the force exerted 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. R2 is the distance between the action point of the force exerted 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. Thus, the problem that the vehicle control device is prone to noise 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 a vehicle. BACKGROUND

[0002] In the current vehicle control system, the piston pushes the friction plate into contact with the brake disc, and the friction between the friction plate and the brake disc hinders the rotation of the brake disc, so as to realize the deceleration or stop of the vehicle. The structure and arrangement of the internal piston of the vehicle control device have a significant impact on the braking performance. The traditional symmetrical double-piston vehicle control device is a commonly used structure. The two pistons of the vehicle control device are the same size and are symmetrically distributed about the center of the brake disc. When working, the two pistons synchronously push the corresponding friction plate towards the brake disc to form a contact pressure between the friction plate and the brake disc, thereby ensuring the basic stability of the braking process.

[0003] The symmetrical design of the traditional symmetrical double-piston vehicle control device causes the brake pad to bear uniform or symmetrical pressure distribution. This pressure distribution easily excites a specific vibration mode of the brake pad back plate or brake disc, similar to the symmetrical vibration mode of the overall up-down vibration of the drum surface, and the anti-symmetrical vibration mode similar to the seesaw twist, thereby generating brake noise. The essence of brake noise (especially screeching noise) is self-excited vibration, which is caused by unstable vibration induced by friction coupling between the brake pad and the brake disc; when the excited vibration system reaches the natural frequency and resonates, it will produce a loud noise. SUMMARY

[0004] To solve the problem that the vehicle control device is prone to noise, the present application provides a vehicle control device and a vehicle.

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

[0006] a support assembly;

[0007] a brake assembly, which is in sliding connection with the support assembly;

[0008] a brake disc;

[0009] a drive assembly, comprising a first drive unit and a second drive unit; the first drive unit and the second drive unit are respectively connected with the support assembly; the first drive unit and the second drive unit are sequentially arranged in a set direction in the circumferential direction of the brake disc;

[0010] The vehicle control device comprises a brake state; the brake state comprises that the first driving unit and the second driving unit jointly drive the brake assembly to move towards the brake disc, R1>R2; wherein R1 is the distance between the action point of the force exerted by the first driving unit on the brake assembly and the central axis of the brake disc along the radial direction of the brake disc, and R2 is the distance between the action point of the force exerted by the second driving unit on the brake assembly and the central axis of the brake disc along the radial direction of the brake disc.

[0011] In some embodiments, the first driving unit comprises a first driving part and a first driving piston; the first driving piston is in driving connection with the first driving part; the second driving unit comprises a second driving part and a second driving piston; the second driving piston is in driving connection with the second driving part; the first driving part and the second driving part are connected with the support assembly respectively;

[0012] The brake assembly comprises a brake unit and an adjusting unit; the brake unit is in sliding connection with the support assembly; the adjusting unit is connected to the side of the brake unit close to the first driving piston; the first driving piston and the second driving piston are in driving connection with the adjusting unit respectively; the first driving piston and the second driving piston are arranged in the set direction in sequence along the circumferential direction of the brake disc; R3=R4; wherein 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; and 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 driving piston and the second driving piston jointly drive the brake unit to move towards the brake disc through the adjusting unit.

[0014] In some embodiments, 1

[0015] In some embodiments, the adjusting unit comprises an adjusting body and a clamping claw; one end of the clamping claw is connected with the adjusting body, and the other end extends towards the brake unit; the adjusting body is arranged on the side of the brake unit close to the first driving piston; at least part of the adjusting body is in abutment with the brake unit; the clamping claw is connected with the outer peripheral surface of the brake unit along the circumferential direction of the brake disc; the first driving piston and the second driving piston are in driving connection with the adjusting body respectively;

[0016] The first driving piston and the second driving piston jointly drive the brake unit to move towards the brake disc through the adjusting body.

[0017] In some embodiments, the adjusting body comprises a first plate body; the first plate body is arranged in a thin plate shape; the first plate body is recessed on one side close to the first driving piston and close to the central axis of the brake disc to form an avoiding opening; the first plate body is arranged on the side of the brake unit close to the first driving piston; the first plate body abuts against the brake unit; one end of the clamping claw is connected with the first plate body, and the other end extends towards the brake unit; the clamping claw is arranged in a spaced manner with the avoiding opening; the first plate body abuts against one side of the first driving piston away from the central axis of the brake disc; the first plate body abuts against the second driving piston;

[0018] The first driving piston and the second driving piston jointly drive the brake unit to move towards the brake disc through the first plate body.

[0019] In some embodiments, the adjusting body further comprises a second plate body; the second plate body is connected with the first plate body; the second plate body is arranged in the avoiding opening close to the central axis of the brake disc; the second plate body and the first plate body enclose a set hollow space; the clamping claw is connected with the first plate body and / or the second plate body;

[0020] The brake state further comprises that when the first driving piston and the second driving piston respectively drive the brake unit to move towards the brake disc through the first plate body, a part of the region projected by the first driving piston towards the first plate body coincides with the set hollow space; the region projected by the first driving piston towards the first plate body is arranged in a spaced manner with the second plate body.

[0021] In some embodiments, the adjusting body further comprises a third plate body; the third plate body is connected with the first plate body; the third plate body fills the avoiding opening; the clamping claw is connected with the first plate body and / or the third plate body; L1 < L2; wherein L1 is the distance between the first plate body and the first driving piston along the axial direction of the brake disc, and L2 is the distance between the third plate body and the first driving piston along the axial direction of the brake disc;

[0022] The brake state further comprises that the first driving piston abuts against the first plate body or the first driving piston abuts against the first plate body and the third plate body to drive the brake unit to move towards the brake disc, and the second driving piston drives the brake unit to move towards the brake disc through the first plate body.

[0023] In some embodiments, the brake unit comprises a brake body and a sliding tongue; the brake body is connected with the sliding tongue; the sliding tongue is connected in a sliding manner with the supporting assembly; the brake body is arranged on the side of the adjusting unit close to the brake disc;

[0024] The braking state further comprises that the first driving piston and the second driving piston respectively drive the brake body to move towards the brake disc through the adjusting unit; R1 is the distance between the action point of the force applied by the first driving unit on the brake body through the adjusting unit and the central axis of the brake disc along the radial direction of the brake disc, and R2 is the distance between the action point of the force applied by the second driving unit on the brake body through the adjusting unit and the central axis of the brake disc along the radial direction of the brake disc.

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

[0026] The vehicle control device further comprises a release state; the release state comprises that the driving assembly stops driving the brake assembly to move in a direction close to the brake disc, and the rebound assembly drives the brake assembly to move in a direction away from the brake disc.

[0027] In a second aspect, the present application provides a vehicle, which comprises the vehicle control device according to any one of the first aspect, and further comprises:

[0028] A vehicle body, the support assembly is connected with the vehicle body;

[0029] A third driving part, the vehicle body is connected with the third driving part; the brake disc is drivingly connected with the third driving part; the set direction is the rotation direction of the brake disc when the vehicle is running;

[0030] The braking state further comprises that the first driving unit and the second driving unit jointly drive the brake assembly to move towards the brake disc, so that the brake assembly abuts against the brake disc, and the rotation speed of the brake disc is lower than a set rotation speed.

[0031] To solve the problem that the vehicle control device is prone to generate noise, the present application has the following advantages:

[0032] In the braking state, the brake assembly is driven by the first driving unit and the second driving unit to move towards the brake disc, and the distance R1 between the action point of the first driving unit on the brake assembly and the center axis of the brake disc along the radial direction of the brake disc is greater than the distance R2 of the corresponding action point of the second driving unit, so as to realize the non-uniform pressure distribution of the brake assembly on the brake disc, change the action point of the resultant force, and make the brake assembly not coincide with the geometric center of the brake disc or the node of the sensitive vibration mode; thereby, the specific vibration mode (symmetric or antisymmetric bending and torsional vibration mode) prone to be generated by the brake pad is inhibited, the modal coupling effect is weakened, the friction energy is dissipated in different local areas with different phases, the energy positive feedback cycle required for continuous resonance is destroyed, and finally the specific frequency vibration generating noise is avoided to be excited or maintained. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 A schematic view of a vehicle control device of an embodiment is shown;

[0034] Figure 2 A side view of the vehicle control device in Figure 1 is shown;

[0035] Figure 3 A partial cross-sectional view of the vehicle control device in Figure 1 is shown;

[0036] Figure 4 A schematic view of a brake assembly of the vehicle control device in Figure 1 is shown;

[0037] Figure 5 A front view of the brake assembly in an embodiment is shown;

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

[0039] Figure 7 A schematic view of a vehicle in an embodiment is shown.

[0040] Reference signs: support assembly 10; driving assembly 20; first driving unit 21; first driving piston 211; second driving unit 22; second driving piston 221; brake assembly 30; brake unit 31; brake body 311; sliding tongue 312; adjusting unit 32; adjusting body 321; first plate body 3211; second plate body 3212; third plate body 3213; clamping claw 322; rebound assembly 40; brake disc 50; vehicle body 60. DETAILED DESCRIPTION

[0041] The present disclosure will now be discussed with reference to a number of exemplary embodiments. It is to be appreciated that these embodiments are discussed only for the purposes of enabling a better understanding of and, therefore, a better implementation of the present disclosure, and are not intended to represent any limitation of the scope of the present disclosure.

[0042] As used herein, the term "includes" and its variants are to be read as open-ended terms that mean "includes, but is not limited to." The term "based on" is to be construed as "based at least in part on." The terms "one embodiment" and "an embodiment" are to be understood as "at least one embodiment." The term "another embodiment" is to be understood as "at least one other embodiment." The terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," "longitudinal," and similar terms are used to describe the orientation or position of an apparatus, element, or component as shown in the figures. These terms are primarily used for clarity in describing the application and its embodiments and are not intended to limit the orientation or position of the apparatus, element, or component as indicated. Also, some of the terms above, in addition to their orientation or position meanings, can also be used to indicate other meanings, for example, the term "upper" can also be used to indicate a certain attachment or connection relationship in some cases. For those skilled in the art, the specific meanings of these terms in the present application can be understood according to the specific circumstances. In addition, the terms "mount," "provide," "provided with," "connect," "connected" should be interpreted broadly. For example, it can be fixed connection, detachable connection, or integral structure; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through an intermediate medium, or internal communication between two devices, elements or components. For those skilled in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances. In addition, the terms "first," "second," and the like are primarily used to distinguish different apparatuses, elements or components (the specific types and structures can be the same or different), and are not intended to indicate or imply the relative importance and quantity of the indicated apparatuses, elements or components. Unless otherwise stated, the meaning of "multiple" is two or more.

[0043] The symmetric design of conventional symmetric dual-piston vehicle control devices causes the brake pads to bear an even or symmetric pressure distribution. This pressure distribution easily excites a specific vibration mode of the brake pad back plate or brake disc, similar to the symmetric vibration mode of the entire drum surface vibrating up and down, and the anti-symmetric vibration mode of the seesaw twisting, thereby generating brake noise. Brake noise (especially screeching noise) is essentially self-excited vibration, which is caused by unstable vibration induced by friction coupling between the brake pad and the brake disc; when the excited vibration system reaches the natural frequency and resonates, it will produce a piercing noise.

[0044] Embodiment One:

[0045] In the embodiment, in order to solve the above problems, the application provides a vehicle control device, such as Figure 1 As shown in the figure, the vehicle control device comprises a support assembly 10, a brake assembly 30, a brake disc 50 and a driving assembly 20.

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

[0047] The brake assembly 30 is in sliding connection with the support assembly 10, so that the brake assembly 30 can slide stably along the left-right direction of the support assembly 10 under the driving force of the driving assembly 20, as shown in the figure Figure 2 , to ensure that the brake assembly 30 can move accurately towards or away from the brake disc 50, to provide protection for the reliable contact or separation of the brake assembly 30 and the brake disc 50, and to ensure the smoothness of the brake action.

[0048] The brake disc 50 is the object of the friction force applied by the brake assembly 30. When the brake assembly 30 contacts the brake disc 50, the friction generated between them can hinder the rotation of the brake disc 50, and then convert the kinetic energy of the vehicle into friction heat energy consumption, providing a braking basis for the vehicle to slow down or stop, and realizing the brake function.

[0049] The driving assembly 20 comprises a first driving unit 21 and a second driving unit 22. The first driving unit 21 and the second driving unit 22 are respectively connected with the support assembly 10, so as to be able to stably provide driving force for the brake assembly 30. At the same time, the first driving unit 21 and the second driving unit 22 are arranged in a set direction along the circumference of the brake disc 50 in sequence, to provide a structural condition for subsequent asymmetric force application to the brake assembly 30. The set direction can be clockwise or counterclockwise.

[0050] The vehicle control device comprises a braking state. The braking state comprises that the first driving unit 21 and the second driving unit 22 jointly drive the braking assembly 30 to move towards the brake disc 50. R1>R2, so that the braking assembly 30 generates a non-uniform pressure distribution on the brake disc 50, changes the point of action of the resultant force of the first driving unit 21 and the second driving unit 22, and realizes that the pressure center does not coincide with the node of the geometric center of the braking assembly 30. Thus, the specific vibration mode (symmetric or antisymmetric bending and torsional vibration mode) prone to be generated by the braking assembly 30 is constrained. The brake 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, making it difficult for the vehicle control device to establish severe self-excited vibration. Further weaken the modal coupling effect, and make the friction energy dissipate in different local areas at different phases, break the positive feedback cycle of energy required to form sustained resonance, ultimately change the vibration characteristics of the brake system, avoid the specific frequency vibration that produces noise being effectively excited or maintained, solve the problem of brake noise (especially squeal noise) caused by uniform pressure distribution excitation vibration mode, and achieve the effect of reducing noise. For example, a seesaw (antisymmetric vibration mode) vibrates, if the same force (symmetric force) is applied to both ends, the vibration will occur. If one end is forced more and the other end is forced less, the vibration will become more difficult. Wherein, R1 is the distance between the point of action of the force exerted by the first driving unit 21 on the braking assembly 30 and the center axis of the brake disc 50 along the radial direction of the brake disc 50, and R2 is the distance between the point of action of the force exerted by the second driving unit 22 on the braking assembly 30 and the center axis of the brake disc 50 along the radial direction of the brake disc 50.

[0051] Further, as shown in Figure 3 The first driving unit 21 comprises a first driving part and a first driving piston 211. The first driving piston 211 is drivingly connected with the first driving part, so as to ensure that the first driving part can effectively transmit driving force through the first driving piston 211. The second driving unit 22 comprises a second driving part and a second driving piston 221. The second driving piston 221 is drivingly connected with the second driving part, so as to ensure that the second driving part can effectively transmit driving force through the second driving piston 221. The first driving part and the second driving part are connected with the support assembly 10 respectively, so as to ensure that the first driving unit 21 and the second driving unit 22 are stably installed on the support assembly 10, avoid positional deviation during driving, and provide a structural basis for subsequent stable driving of the braking assembly 30.

[0052] The brake assembly 30 comprises a brake unit 31 and an adjusting unit 32. The brake unit 31 is in sliding connection with the support assembly 10, so as to ensure that the brake unit 31 accurately approaches or moves away from the brake disc 50. The adjusting unit 32 is connected to the side of the brake unit 31 close to the first driving piston 211. The first driving piston 211 and the second driving piston 221 are respectively in driving connection with the adjusting unit 32. The adjusting unit 32 can serve as a transfer assembly of driving force to move the brake unit 31 towards or away from the brake disc 50. The first driving piston 211 and the second driving piston 221 are sequentially arranged in a set direction in the circumferential direction of the brake disc 50, and R3 = R4. R3 is the distance between the center axis of the first driving piston 211 and the center axis of the brake disc 50 in the radial direction of the brake disc 50, and R4 is the distance between the center axis of the second driving piston 221 and the center axis of the brake disc 50 in the radial direction of the brake disc 50. Although R3 = R4, R1 > R2, so that the relative positions of the first driving piston 211 and the second driving piston 221 to the support assembly 10 do not need to be changed, and the production of the support assembly 10 does not need to be additionally opened, thereby saving the production cost.

[0053] The first driving piston 211 and the second driving piston 221 jointly drive the brake unit 31 to move towards the brake disc 50 through the adjusting unit 32, so as to ensure that the brake unit 31 can obtain stable and sufficient driving force to move towards the brake disc 50, thereby realizing the brake function.

[0054] Further, 1 < R1 / R2 < 1.14. R1 is the distance between the action point of the action force of the first driving unit 21 on the brake assembly 30 and the center axis of the brake disc 50 in the radial direction of the brake disc 50, and R2 is the distance between the action point of the action force of the second driving unit 22 on the brake assembly 30 and the center axis of the brake disc 50 in the radial direction of the brake disc 50. By limiting the ratio range of 1 < R1 / R2 < 1.14, on the basis of realizing the asymmetric arrangement of R1 and R2 relying on the adjusting unit 32, the noise reduction effect of prolonging and inhibiting the specific vibration mode of the brake assembly 30 prone to screaming, weakening the modal coupling effect, and destroying the energy positive feedback cycle required for continuous resonance can be ensured, and the imbalance of the force of the brake assembly 30 caused by the too large difference between R1 and R2 can be avoided, thereby affecting the brake stability.

[0055] Further, as Figure 5As shown, the adjusting unit 32 comprises an adjusting body 321 and a clamping claw 322. One end of the clamping claw 322 is connected with the adjusting body 321, and the other end extends towards the direction close to the brake unit 31. The adjusting body 321 is arranged on the side of the brake unit 31 close to the first driving piston 211, and at least part of the adjusting body 321 abuts against the brake unit 31, so as to realize the stable connection between the adjusting body 321 and the brake unit 31, and avoid the relative displacement between the adjusting body 321 and the brake unit 31 during the driving force transmission. The clamping claw 322 is connected with the outer peripheral surface of the brake unit 31 along the circumferential direction of the brake disc 50. The first driving piston 211 and the second driving piston 221 are respectively drivingly connected with the adjusting body 321, so that the driving force is accurately transmitted to the adjusting body 321. The adjusting body 321 drives the brake unit 31 to move away from or close to the brake unit 31, so as to realize the braking function of the brake disc 50 and ensure the safety during the driving of the vehicle. At the same time, the clamping claw 322 does not need to occupy extra space for assembly, and the overall volume of the vehicle control device is reduced.

[0056] The first driving piston 211 and the second driving piston 221 jointly drive the brake unit 31 to move towards the brake disc 50 through the adjusting body 321. Therefore, it is ensured that the brake unit 31 can obtain stable and sufficient driving force to move towards the brake disc 50, so as to realize the braking function.

[0057] Further, as shown, Figure 5 The adjusting body 321 comprises a first plate body 3211. The first plate body 3211 is arranged in a thin plate shape, so as to be convenient for adapting to the installation space between the brake unit 31 and the driving assembly 20, and reduce the occupied volume of the overall structure. The first plate body 3211 is recessed to form a avoiding opening on the side close to the first driving piston 211 and close to the central axis of the brake disc 50, that is, Figure 5The lower left corner of the adjusting body 321 is missing a piece, so that the distance between the first driving piston 211 and the center axis of the brake disc 50 and the distance between the second driving piston 221 and the center axis of the brake disc 50 can be adjusted (R3=R4) by adjusting the abutting position of the first plate body 3211 and the first driving piston 211, so that the distance between the action point of the first driving unit 21 and the second driving unit 22 on the brake assembly 30 and the center axis of the brake disc 50 is different, i.e. R1>R2. The first plate body 3211 is arranged on the side of the brake unit 31 close to the first driving piston 211. The first plate body 3211 abuts against the brake unit 31, one end of the clamping claw 322 is connected to the first plate body 3211, and the other end extends towards the brake unit 31, ensuring the stable connection between the adjusting body 321 and the brake unit 31, and avoiding the relative movement between the first plate body 3211 and the brake unit 31 during the transmission of driving force. The clamping claw 322 is arranged in the gap, the first plate body 3211 abuts against the side of the first driving piston 211 away from the center axis of the brake disc 50, and the first plate body 3211 abuts against the second driving piston 221, which can ensure the accurate transmission of driving force to the adjusting body 321.

[0058] The first driving piston 211 and the second driving piston 221 jointly drive the brake unit 31 to move towards the brake disc 50 through the first plate body 3211, so as to ensure that the brake unit 31 can obtain stable and sufficient driving force to move towards the brake disc 50, thereby realizing the braking function.

[0059] Further, as shown in the drawings, Figure 5 The adjusting body 321 further comprises a second plate body 3212. The second plate body 3212 is connected to the first plate body 3211, and the second plate body 3212 is arranged in the gap close to the center axis of the brake disc 50, filling part of the gap of the first plate body 3211, and compensating for the problem of insufficient local structural strength of the adjusting body 321 caused by the gap, effectively increasing the connection strength and structural stability of the adjusting body 321, and avoiding deformation of the adjusting body 321 during the transmission of driving force. The second plate body 3212 and the first plate body 3211 form a set hollow space. The clamping claw 322 is connected to the first plate body 3211 and / or the second plate body 3212. Thus, the stability of the connection between the clamping claw 322 and the adjusting body 321 is improved, and the connection reliability of the adjusting body 321 and the brake unit 31 is ensured.

[0060] The brake state further includes that when the first driving piston 211 and the second driving piston 221 respectively drive the brake unit 31 to move towards the brake disc 50 through the first plate body 3211, the part of the first driving piston 211 projected in the direction of the first plate body 3211 coincides with the set hollow space. The area of the first driving piston 211 projected in the direction of the first plate body 3211 is spaced apart from the second plate body 3212. In this way, it can be ensured that the first driving piston 211 does not interfere with the second plate body 3212 during driving, ensuring that the driving force can be smoothly transmitted to the brake unit 31 through the first plate body 3211, and ensuring the smoothness of the brake action. At the same time, the first driving piston 211 is spaced apart from the second plate body 3212, which does not affect the brake unit 31 to form a non-uniform pressure distribution on the brake disc 50, thereby continuing to play the role of inhibiting the specific vibration mode of the brake pad, weakening the modal coupling, and breaking the positive feedback cycle of resonance energy, ensuring the noise reduction effect, and relying on the structural strength improved by the second plate body 3212 to make the driving process more stable and avoid the influence of the deformation of the adjustment body 321 on the transmission accuracy.

[0061] Further, as shown in Figure 6 The adjustment body 321 further includes a third plate body 3213. The third plate body 3213 is connected to the first plate body 3211, so that the adjustment body 321 forms an integral plate structure, significantly improving the overall structural strength of the adjustment body 321, and avoiding deformation or damage of the adjustment body 321 during driving force transmission. The third plate body 3213 fills the avoidance port, and the clamping claw 322 is connected to the first plate body 3211 and / or the third plate body 3213. L1

[0062] The braking state also includes that the first driving piston 211 abuts against the first plate body 3211 or the first driving piston 211 abuts against the first plate body 3211 and the third plate body 3213, so as to drive the brake unit 31 to move towards the brake disc 50, and the second driving piston 221 drives the brake unit 31 to move towards the brake disc 50 through the first plate body 3211. In this way, it is ensured that the first driving piston 211 and the second driving piston 221 jointly drive the brake unit 31 to move towards the brake disc 50, and the reliability of the braking action is guaranteed. Meanwhile, the thin third plate body 3213 with L1 < L2 and the adjusting body 321 of the whole plate structure realize the difference between R1 (the radial distance between the force action point of the first driving unit 21 and the central axis of the brake disc 50) and R2 (the radial distance between the force action point of the second driving unit 22 and the central axis of the brake disc 50) under the premise of R3 = R4, so that the brake unit 31 forms a non-uniform pressure distribution on the brake disc 50, thereby inhibiting the specific vibration mode of the brake pad prone to squeal, weakening the modal coupling effect, destroying the energy positive feedback cycle required for continuous resonance, and realizing the noise reduction effect. The high-strength characteristics of the whole plate structure can ensure that the adjusting body 321 is not easy to deform in the driving force transmission process, ensure the setting accuracy of R1 and R2, and do not affect the braking stability of the braking system.

[0063] Further, as shown in Figure 4 The brake unit 31 includes a brake body 311 and a sliding tongue 312. The brake body 311 is connected with the sliding tongue 312, which can provide stable sliding guidance for the brake body 311, ensure smooth movement of the brake body 311 along the preset trajectory of the support assembly 10 under the action of the driving force, and avoid deviation of the brake body 311 during movement. The sliding tongue 312 is in sliding connection with the support assembly 10, and the brake body 311 is arranged on the adjusting unit 32 close to the brake disc 50. Therefore, the driving force transmitted by the adjusting unit 32 can accurately act on the brake body 311, which is convenient for the brake body 311 to subsequently contact the brake disc 50 to realize the braking function.

[0064] The braking state further includes that the first driving piston 211 and the second driving piston 221 respectively drive the brake body 311 to move towards the brake disc 50 through the adjusting unit 32, and the driving force of the first driving piston 211 and the second driving piston 221 is transmitted to the brake body 311 through the adjusting unit 32, so that the brake body 311 can obtain stable driving force to move towards the brake disc 50, and the reliability of the braking action is ensured. R1 is the distance between the action point of the force applied by the first driving unit 21 on the brake body 311 through the adjusting unit 32 and the central axis of the brake disc 50 along the radial direction of the brake disc 50, and R2 is the distance between the action point of the force applied by the second driving unit 22 on the brake body 311 through the adjusting unit 32 and the central axis of the brake disc 50 along the radial direction of the brake disc 50. In this way, the adjusting unit 32 is used to realize the asymmetric arrangement of the action points of the first driving piston 211 and the second driving piston 221 on the friction plate, so that the brake body 311 can form a non-uniform pressure distribution on the brake disc 50, thereby inhibiting the specific vibration mode of the brake pad prone to squeal, weakening the modal coupling effect, destroying the energy positive feedback cycle required for continuous resonance, and finally realizing a good noise reduction effect without affecting the braking stability of the braking system.

[0065] Further, as shown in Figure 2 The vehicle control device further includes a rebound assembly 40. The rebound assembly 40 is connected with the support assembly 10 to ensure stable installation of the rebound assembly 40. The rebound assembly 40 is drivingly connected with the braking assembly 30 to ensure that the force of the rebound assembly 40 is accurately transmitted to the braking assembly 30. The rebound assembly 40 applies a force to the braking assembly 30 in a direction away from the brake disc 50 to provide a power basis for the reset of the braking assembly 30 from the braking position close to the brake disc 50, which does not interfere with the braking action of the driving assembly 20 pushing the braking assembly 30 to move towards the brake disc 50 in the braking state, and effectively drives the braking assembly 30 to reset in the release state, thereby ensuring the rationality of the function switching of the vehicle control device.

[0066] The vehicle control device further includes a release state. In the release state, the driving assembly 20 stops driving the braking assembly 30 to move towards the brake disc 50, and the rebound assembly 40 drives the braking assembly 30 to move away from the brake disc 50. Through the release state, unnecessary friction loss caused by the continuous contact between the braking assembly 30 and the brake disc 50 is avoided, and the service life of the braking assembly 30 and the brake disc 50 is prolonged. At the same time, since the maximum force of the rebound assembly 40 is smaller than that of the driving assembly 20, it is ensured that the reset action in the release state will not affect the braking effect in the braking state, so that the vehicle control device can be smoothly and reliably switched between the braking state and the release state.

[0067] Embodiment two:

[0068] In this embodiment, the present application provides a vehicle, as shown in Figure 7As shown, the vehicle comprises a vehicle control device of any one of the above embodiments, and further comprises a vehicle body 60 and a third driving unit.

[0069] The support assembly 10 is connected to the vehicle body 60. The vehicle body 60 serves as a base carrier, and the connection of the support assembly 10 to the vehicle body 60 ensures that the entire vehicle control device is stably installed on the vehicle, avoiding position deviation due to vibration during braking.

[0070] The vehicle body 60 is connected to the third driving unit. The brake disc 50 is drivingly connected to the third driving unit, which provides the brake disc 50 with rotational power, adapting to the working condition that the brake disc 50 rotates with the wheel during vehicle driving. The set direction is the rotation direction of the brake disc 50 during vehicle driving, so that the arrangement of the first driving unit 21 and the second driving unit 22 matches the rotation direction of the brake disc 50, ensuring that the direction of the force of the brake assembly 30 on the brake disc 50 is coordinated with the rotation direction during braking, improving the braking efficiency and stability.

[0071] The braking state further includes that the first driving unit 21 and the second driving unit 22 jointly drive the brake assembly 30 to move towards the brake disc 50, so that the brake assembly 30 abuts against the brake disc 50, and the rotation speed of the brake disc 50 is lower than the set speed. In this way, the rotation speed of the brake disc 50 is reduced to below the set speed, ensuring that the braking function can actually meet the demand of vehicle deceleration or stopping.

[0072] It can be understood by those skilled in the art that the above embodiments are specific cases for implementing the present disclosure, and in actual application, various changes can be made in form and details without departing from the scope of the present disclosure.

Claims

1. A vehicle control device characterized by comprising: The vehicle control device comprises: a support assembly; a brake assembly in sliding connection with the support assembly; a brake disc; a drive assembly comprising a first drive unit and a second drive unit, the first drive unit and the second drive unit being respectively connected with the support assembly, the first drive unit and the second drive unit being sequentially arranged in a set direction along the circumference of the brake disc; the vehicle control device comprises a braking state, the braking state comprising the first drive unit and the second drive unit jointly driving the brake assembly to move towards the brake disc, R1>R2; wherein R1 is the distance between the action point of the force exerted by the first drive unit on the brake assembly and the center axis of the brake disc along the radial direction of the brake disc, and R2 is the distance between the action point of the force exerted by the second drive unit on the brake assembly and the center axis of the brake disc along the radial direction of the brake disc; the first drive unit comprises a first drive part and a first drive piston, the first drive piston being in driving connection with the first drive part; the second drive unit comprises a second drive part and a second drive piston, the second drive piston being in driving connection with the second drive part; the first drive part and the second drive part are respectively connected with the support assembly; the brake assembly comprises a brake unit and an adjusting unit, the brake unit being in sliding connection with the support assembly, the adjusting unit being connected to the side of the brake unit close to the first drive piston, the first drive piston and the second drive piston being respectively in driving connection with the adjusting unit, the first drive piston and the second drive piston being sequentially arranged in the set direction along the circumference of the brake disc, R3=R4; wherein R3 is the distance between the center axis of the first drive piston and the center axis of the brake disc along the radial direction of the brake disc, and R4 is the distance between the center axis of the second drive piston and the center axis of the brake disc along the radial direction of the brake disc; the first drive piston and the second drive piston jointly drive the brake unit to move towards the brake disc through the adjusting unit.

2. The vehicle control device according to claim 1, wherein 1 3. The vehicle control device according to claim 1, wherein the adjusting unit comprises an adjusting body and a clamping claw, one end of the clamping claw being connected with the adjusting body, and the other end extending towards the brake unit; the adjusting body is arranged on the side of the brake unit close to the first drive piston; at least part of the adjusting body is in abutment with the brake unit; the clamping claw is connected with the outer peripheral surface of the brake unit along the circumferential direction of the brake disc; the first drive piston and the second drive piston are respectively in driving connection with the adjusting body; the first drive piston and the second drive piston jointly drive the brake unit to move towards the brake disc through the adjusting body.

4. The vehicle control device according to claim 3, wherein The adjusting body comprises a first plate body; the first plate body is arranged in a thin plate shape; the first plate body is recessed on one side close to the first driving piston and close to the central axis of the brake disc to form an avoiding opening; the first plate body is arranged on the side of the brake unit close to the first driving piston; the first plate body is in abutment with the brake unit; One end of the clamping claw is connected with the first plate body, and the other end extends towards the brake unit; the clamping claw is arranged in a spaced manner with the avoiding opening; the first plate body is in abutment with the side of the first driving piston away from the central axis of the brake disc; the first plate body is in abutment with the second driving piston; The first driving piston and the second driving piston jointly drive the brake unit to move towards the brake disc through the first plate body.

5. The vehicle control device according to claim 4, wherein The adjusting body further comprises a second plate body; the second plate body is connected with the first plate body; the second plate body is arranged in the avoiding opening close to the central axis of the brake disc; the second plate body and the first plate body surround a set hollow space; the clamping claw is connected with the first plate body and / or the second plate body; The brake state further comprises that when the first driving piston and the second driving piston respectively drive the brake unit to move towards the brake disc through the first plate body, the part of the first driving piston projected towards the first plate body is coincided with the set hollow space; the area of the first driving piston projected towards the first plate body is arranged in a spaced manner with the second plate body.

6. The vehicle control device according to claim 4, wherein The adjusting body further comprises a third plate body; the third plate body is connected with the first plate body; the third plate body fills the avoiding opening; the clamping claw is connected with the first plate body and / or the third plate body; L1 < L2; wherein L1 is the distance between the first plate body and the first driving piston along the axial direction of the brake disc, and L2 is the distance between the third plate body and the first driving piston along the axial direction of the brake disc; The brake state further comprises that the first driving piston is in abutment with the first plate body or the first driving piston is in abutment with the first plate body and the third plate body to drive the brake unit to move towards the brake disc, and the second driving piston drives the brake unit to move towards the brake disc through the first plate body.

7. The vehicle control device according to claim 1, wherein The brake unit comprises a brake body and a sliding tongue; the brake body is connected with the sliding tongue; the sliding tongue is in sliding connection with the support assembly; the brake body is arranged on the side of the adjusting unit close to the brake disc. The braking state further comprises that the first driving piston and the second driving piston respectively drive the brake body to move towards the brake disc through the adjusting unit; R1 is the distance between the action point of the first driving unit exerting force on the brake body through the adjusting unit and the central axis of the brake disc along the radial direction of the brake disc, and R2 is the distance between the action point of the second driving unit exerting force on the brake body through the adjusting unit and the central axis of the brake disc along the radial direction of the brake disc.

8. The vehicle control device according to claim 1, further comprising a rebound assembly, wherein the rebound assembly is connected to the support assembly, the rebound assembly is drivingly connected to the brake assembly, and the rebound assembly exerts a force on the brake assembly in a direction away from the brake disc. The vehicle control device further comprises a release state; the release state comprises that the driving assembly stops driving the brake assembly to move in a direction close to the brake disc, and the rebound assembly drives the brake assembly to move in a direction away from the brake disc. The vehicle comprises a vehicle control device according to any one of claims 1-8, and further comprises:

9. A vehicle characterized by comprising: a vehicle body, wherein the support assembly is connected to the vehicle body; a third driving part, wherein the vehicle body is connected to the third driving part, the brake disc is drivingly connected to the third driving part, and the set direction is the rotation direction of the brake disc when the vehicle is running; The braking state further comprises that the first driving unit and the second driving unit jointly drive the brake assembly to move towards the brake disc, so that the brake assembly abuts against the brake disc, and the rotation speed of the brake disc is lower than the set rotation speed. ​

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