A wire-controlled control system

Abstract

This invention relates to the field of vehicle control system technology, specifically to a drive-by-wire control system, comprising: a power assembly disposed on one side of a housing and drivenly connected to a first brake assembly, the first brake assembly including a first transmission unit and a first brake pad disposed within a first cavity, the first brake pad being disposed on the side of the brake disc facing the first cavity; a second brake assembly including a second transmission unit and a second brake pad disposed within a third cavity, the second brake pad being disposed on the side of the brake disc facing the second cavity; and a linkage assembly for drivingly connecting the first transmission unit and the second transmission unit, wherein when the first transmission unit drives the first brake pad to move, the second transmission unit can synchronously drive the second brake pad. This solves the problem that fixed mechanical braking devices are bulky and difficult to implement.

Description

Technical Field

[0001] This invention relates to the field of vehicle control system technology, and more specifically, to a drive-by-wire control system. Background Technology

[0002] Commercial vehicles include various control systems or devices, such as transmission systems, central control systems, lighting systems, and braking systems. The installation of disc brake pads is crucial for the proper functioning of the vehicle's braking system, providing the driver with strong braking power and ensuring driving safety. Currently, pneumatic or hydraulic brakes are commonly used; however, pneumatic and hydraulic braking systems generally suffer from problems such as complex structure, environmental pollution, slow response, and complex control.

[0003] Currently, there are brakes that use electric drive. Their main principle is based on the motor providing power, which is then used for braking through a thrust conversion structure. That is, the thrust conversion structure converts the rotational power of the motor into linear thrust, and then the linear thrust completes the braking process. This braking method makes it easier to achieve linear control and achieve precise control. It also has the advantages of simple structure, environmental friendliness, and fast response.

[0004] However, existing electric-driven brakes are usually limited by structural size and are typically floating calipers, making it impossible to achieve fixed calipers. In actual use, fixed calipers can achieve better braking performance because their working principle allows them to clamp the brake discs on both sides simultaneously. Therefore, there is an urgent need for a fixed caliper brake that can be driven by electric means. Summary of the Invention

[0005] To address the problem of the large size and difficulty in implementing fixed mechanical braking devices, this invention provides a drive-by-wire control system, comprising: a housing, a power component, a first braking component, a second braking component, and a linkage component; the housing contains a first cavity, a second cavity, and a third cavity arranged sequentially, with the brake disc partially extending into the second cavity; the power component is located on one side of the housing and is drive-connected to the first braking component, the first braking component including a first transmission unit and a first brake pad disposed in the first cavity, the first brake pad being disposed on the side of the brake disc facing the first cavity, and the first transmission unit being able to drive the first brake pad to abut or move away from the brake disc; the second braking component includes a second transmission unit and a second brake pad disposed in the third cavity, the second brake pad being disposed on the side of the brake disc facing the second cavity, and the second transmission unit being able to drive the second brake pad to abut or move away from the brake disc; the linkage component is used to drive the first transmission unit and the second transmission unit, when the first transmission unit drives the first brake pad to move, the second transmission unit can synchronously drive the second brake pad.

[0006] In some embodiments, the drive-by-wire control system includes an initial state in which a first brake pad and a brake disc have a first gap, and a second brake pad and a brake disc have a second gap, wherein the first gap is greater than the second gap.

[0007] In some embodiments, the power assembly includes a drive unit and a main transmission unit. The main transmission unit includes a main worm gear and a main worm wheel that are connected in transmission. The main worm gear is connected in transmission to the drive unit, and the main worm wheel is connected in transmission to the first transmission unit.

[0008] In some embodiments, the first transmission unit includes a first transmission subunit, the first transmission subunit including a first worm gear set and a first booster unit; the first worm gear set is driven to the power component, the first booster unit is driven to the first worm gear set, the first booster unit can convert the rotational driving force transmitted by the first worm gear set into linear driving force, the first booster unit is driven to the first brake pad, and the first booster unit can drive the first brake pad to move.

[0009] In some embodiments, the linkage assembly includes a first gear set, a drive shaft, and a second gear set that are drivenly connected to the first worm gear set. The first end of the drive shaft is disposed in the first cavity and drivenly connected to the first gear set. The second end of the drive shaft is disposed in the third cavity and drivenly connected to the second gear set. The second gear set is drivenly connected to the second transmission unit.

[0010] In some embodiments, the second transmission unit includes a second transmission subunit, the second transmission subunit includes a third gear set and a second booster unit, the third gear set is connected to the second end of the transmission shaft, the second booster unit can convert the rotational driving force transmitted by the transmission shaft into linear driving force, the second booster unit is connected to the second brake pad, and the second booster unit can drive the second brake pad to move.

[0011] In some embodiments, the first transmission unit includes two first transmission sub-units, which are respectively disposed on both sides of the power unit.

[0012] In some embodiments, the second transmission unit includes two second transmission sub-units, and the linkage component is configured one-to-one with the first transmission sub-unit, and the second transmission sub-unit is configured one-to-one with the linkage component; the second transmission unit also includes a synchronizing gear, which is connected to the two second transmission sub-units respectively.

[0013] In some embodiments, the first worm gear assembly includes a first worm and a first worm wheel coaxially arranged with the main worm wheel; the first boosting unit includes a first lead screw, a first lead screw nut, and a first boosting sleeve. The first lead screw is coaxially arranged with the first worm wheel and is configured to extend along the moving direction of the first brake pad. The first lead screw nut is sleeved at the end of the first lead screw away from the first worm wheel. The first boosting sleeve is sleeved on the outside of the first lead screw nut and can restrict the rotation of the first lead screw nut so that the first lead screw nut can move along the extending direction of the first lead screw; the first brake pad is fixedly connected to the first boosting sleeve.

[0014] In some embodiments, the first cavity is sealed and contains lubricating oil.

[0015] An oil guide fan is provided on the first worm gear. The oil guide fan is located on the side of the first worm gear. The oil guide fan can rotate with the first worm gear and stir the lubricating oil to surge in the direction of rotation of the first worm gear.

[0016] To address the problem that fixed mechanical braking devices are bulky and difficult to implement, this invention has the following advantages:

[0017] In the above technical solution, after the device is fixed to the vehicle body by the housing, a drive component drives the first brake component. The first brake component transmits power to the second brake component through a linkage component, so that the second brake component and the first brake component can synchronously drive the first brake pad and the second brake pad to abut or move away from the brake pad. When they abut against the brake pad, braking force is generated, thereby achieving the effect of controlling braking. Since only one drive component is used, the second brake component does not need to be set up with a separate power structure like the traditional hydraulic or mechanical structure. Therefore, the volume of the second brake component side can be effectively reduced. In terms of installation, since the fixed brake device needs to be set on both sides of the brake pad, and the installation position is subject to many restrictions, the space available for installation on its outer side (the direction of the wheel away from the vehicle body) is small. Even for larger commercial vehicles, the braking force requirement is significantly increased compared to passenger cars, and the size of the brake device used for braking is also correspondingly larger. Therefore, it is also subject to volume restrictions. In the above solution, by avoiding setting up a drive component on the side of the second brake component, the volume of this side is reduced, so that it can adapt to the narrow space restrictions at the wheel. Attached Figure Description

[0018] Figure 1 A schematic diagram of the structure of a drive-by-wire control system according to one embodiment is shown;

[0019] Figure 2 A first-view structural schematic diagram of the internal structure of a drive-by-wire control system according to an embodiment is shown.

[0020] Figure 3A second-view structural schematic diagram of the internal structure of a drive-by-wire control system according to one embodiment is shown.

[0021] Figure 4 A schematic cross-sectional view of the internal structure of a drive-by-wire control system according to one embodiment is shown.

[0022] Figure 5 A schematic diagram of the structure of a first worm gear according to one embodiment is shown.

[0023] Reference numerals: 10-Housing; 11-First cavity; 12-Second cavity; 13-Third cavity; 20-Power assembly; 21-Drive unit; 22-Main transmission unit; 221-Main worm; 222-Main worm wheel; 30-First brake assembly; 31-First transmission unit; 311-First worm wheel assembly; 3111-First worm; 3112-First worm wheel; 3113-Oil guide fan; 312-First booster unit; 3121-First lead screw; 3122-First lead screw nut; 3123-First booster sleeve; 32-First brake pad; 40-Second brake assembly; 41-Second transmission unit; 411-Third gear set; 412-Second booster unit; 413-Synchronizing gear; 42-Second brake pad; 50-Linkage assembly; 51-First gear set; 52-Drive shaft; 53-Second gear set; 60-Brake disc. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] This embodiment discloses a drive-by-wire control system, such as Figures 1-5As shown, the system may include: a housing 10, a power assembly 20, a first brake assembly 30, a second brake assembly 40, and a linkage assembly 50; the housing 10 contains a first cavity 11, a second cavity 12, and a third cavity 13 arranged sequentially, and the brake disc 60 can partially extend into the second cavity 12; the power assembly 20 is disposed on one side of the housing 10 and is drively connected to the first brake assembly 30, the first brake assembly 30 includes a first transmission unit 31 disposed in the first cavity 11 and a first brake pad 32, the first brake pad 32 being disposed on the side of the brake disc 60 facing the first cavity 11, the first... The transmission unit 31 can drive the first brake pad 32 to abut or move away from the brake disc 60; the second brake assembly 40 includes a second transmission unit 41 and a second brake pad 42 disposed in the third cavity 13. The second brake pad 42 is disposed on the side of the brake disc 60 facing the second cavity 12. The second transmission unit 41 can drive the second brake pad 42 to abut or move away from the brake disc 60; the linkage assembly 50 is used to drive the first transmission unit 31 and the second transmission unit 41. When the first transmission unit 31 drives the first brake pad 32 to move, the second transmission unit 41 can synchronously drive the second brake pad 42.

[0027] In the above technical solution, after the device is fixed to the vehicle body by the housing 10, a drive component drives the first brake assembly 30. The first brake assembly 30 transmits power to the second brake assembly 40 through the linkage component 50, so that the second brake assembly 40 and the first brake assembly 30 can drive the first brake pad 32 and the second brake pad 42 to abut or move away from the brake pad. When they abut against the brake pad, they can generate braking force, thereby achieving the effect of controlling braking. Since only one drive component is used for driving, the second brake assembly 40 does not need to be set up with a separate power structure like the traditional hydraulic or mechanical structure. Taking the commonly used hydraulic type as an example, it needs to set up hydraulic cylinders on both sides to drive the brake pad. Although the volume can be reduced to a certain extent by optimizing the pipeline structure, it still occupies a large volume and requires a separate hydraulic control component, which adds extra complexity to the vehicle. Therefore, the above-mentioned technical solution of this application can effectively reduce the volume of the second brake assembly 40 side. In terms of installation, since the fixed brake device needs to be set on both sides of the brake pad at the same time, and the installation position is subject to many restrictions, the space available for installation on its outer side (the direction of the wheel away from the vehicle body) is small. Even for larger commercial vehicles, since the braking force demand is significantly increased compared to passenger cars, the brake device used for braking is also correspondingly larger. Therefore, it is also subject to volume restrictions. In the above solution, by avoiding setting the drive component on the second brake assembly 40 side, the volume of this side is reduced, thereby enabling it to adapt to the narrow space restrictions at the wheel.

[0028] It should be noted that in the above technical solutions of this application, the first brake assembly 30 and the second brake assembly 40 preferably adopt a gear transmission structure. The gear transmission structure may include a gear set or a worm gear assembly. The power assembly 20 may use an electric motor as the power device. The gear transmission structure can transmit power on the one hand, and on the other hand, by adjusting the transmission ratio of each gear set or worm gear assembly, it can reduce the rotational motion output by the electric motor and increase the torque, thereby providing a larger contact force when driving the first brake pad 32 and the second brake pad 42, thus improving the braking force and achieving effective braking. The first cavity 11 and the third cavity 13 in the housing 10 can provide space for the installation of the first brake assembly 30 and the second brake assembly 40. In addition, the linkage assembly 50 can also be separately installed in the connecting hole connecting the first cavity 11 and the third cavity 13, so that the inside of the device is relatively sealed, preventing dirt from entering and causing the device to jam.

[0029] For gear transmission structures, even with precision gears, some clearance may still exist between the two gears. Gear wear can further amplify this clearance. Since the transmission process involves relatively few gear sets between the first brake assembly 30 and the power assembly 20, while the power to the second brake assembly 40 is transmitted from the first brake assembly 30 to the linkage assembly 50 before reaching the second brake assembly 40, the power transmission to the second brake assembly 40 obviously involves more gear sets or worm gear sets. This transmission process requires overcoming significant gear clearance. Even with smaller gear clearances, the action of the second brake pad 42 will still lag slightly behind the first brake pad 32 during actual control. To address this issue, the drive-by-wire control system in this application includes an initial state. In this initial state, there is a first gap between the first brake pad 32 and the brake disc 60, and a second gap between the second brake pad 42 and the brake disc 60. The first gap is larger than the second gap.

[0030] The initial state described above refers to the state where the first brake pad 32 and the second brake pad 42 are furthest from the brake disc 60 when the driver has not activated the steer-by-wire control system. By making the first gap larger than the second gap, the distance between the second brake pad 42 and the brake disc 60 is brought closer. Therefore, when the steer-by-wire control system is activated, although the activation time of the second brake assembly 40 will be slightly slower than that of the first brake assembly 30, the difference between the first and second gaps can be used to correct for this, allowing both brake pads to simultaneously contact the brake disc 60.

[0031] As one implementation method, such as Figure 2 , Figure 3 as well as Figure 4As shown, the power assembly 20 includes a drive unit 21 and a main transmission unit 22. The main transmission unit 22 includes a main worm 221 and a main worm wheel 222 that are connected in transmission. The main worm 221 is connected in transmission to the drive unit 21, and the main worm wheel 222 is connected in transmission to the first transmission unit 31.

[0032] The power component 20 can be implemented using an electric motor, and the main transmission unit 22 adopts a worm gear structure, which has the characteristics of smooth transmission structure and low noise. At the same time, the mechanical layout is compact, occupies little space, and can achieve a large reduction ratio and transmit a large torque.

[0033] In addition, such as Figure 2 , Figure 3 as well as Figure 4 As shown, the first transmission unit 31 includes a first transmission subunit, which includes a first worm gear set 311 and a first booster unit 312. The first worm gear set 311 is connected to the power assembly 20, and the first booster unit 312 is connected to the first worm gear set 311. The first booster unit 312 can convert the rotational driving force transmitted by the first worm gear set 311 into a linear driving force. The first booster unit 312 is connected to the first brake pad 32, and the first booster unit 312 can drive the first brake pad 32 to move.

[0034] Since there is ample space on one side of the first transmission unit 31, to transmit larger torque and ensure smooth transmission, the first worm gear set 311 can be connected to the first booster unit 312. The booster unit 312 can then convert its rotational motion into linear motion, thereby driving the first brake pad 32 to move. The first worm gear set 311 can be configured as follows: Figure 3 As shown, it includes a first worm 3111 coaxially arranged with the main worm gear 222 and a first worm wheel 3112 arranged horizontally.

[0035] As an optional implementation method, such as Figure 2 , Figure 3 as well as Figure 4 As shown, the linkage assembly 50 includes a first gear set 51, a drive shaft 52, and a second gear set 53 that are connected to the first worm gear set 311. The first end of the drive shaft 52 is located in the first cavity 11 and is connected to the first gear set 51. The second end of the drive shaft 52 is located in the third cavity 13 and is connected to the second gear set 53. The second gear set 53 is connected to the second transmission unit 41.

[0036] The first gear set 51 may include multiple meshing gears. The transmission method of multiple gears can adjust the speed and torque through the gear ratio. On the other hand, in order to reduce the size and internal space constraints, since the distance between the first worm gear set 311 and the transmission shaft 52 may be large, if a large single gear is used to meet the distance, the large diameter of the single large gear will occupy a lot of space, which is not conducive to the miniaturization and spatial layout of the product. However, using multiple gears for transmission, although there are more gear clearances and parts, the transmission method of multiple gears can reduce the diameter of the individual gears and the arrangement is flexible, thereby reducing the volume occupation and saving internal space.

[0037] Meanwhile, as mentioned above, the second transmission unit 41 is located in a narrower position outside the brake pads. To further reduce the space occupied in this area, such as... Figure 2 , Figure 3 as well as Figure 4 As shown, the second transmission unit 41 includes a second transmission subunit, which includes a third gear set 411 and a second booster unit 412. The third gear set 411 is connected to the second end of the transmission shaft 52. The second booster unit 412 can convert the rotational driving force transmitted by the transmission shaft 52 into a linear driving force. The second booster unit 412 is connected to the second brake pad 42 and can drive the second brake pad 42 to move.

[0038] Compared to the first worm gear set 311 used in the first transmission subunit, the third gear set 411 uses gears for power transmission. The gears can be set to be flatter than the worm gear structure, thereby reducing the volume occupied and further reducing the volume of the second transmission unit 41 and the third cavity 13.

[0039] In order for the first transmission unit 31 to push the first brake pad 32 more smoothly, such as Figure 2 , Figure 3 as well as Figure 4 As shown, the first transmission unit 31 includes two first transmission sub-units, which are respectively disposed on both sides of the power unit.

[0040] Meanwhile, the second transmission unit 41 includes two second transmission sub-units, the linkage component 50 is configured in a one-to-one correspondence with the first transmission sub-unit, and the second transmission sub-unit is configured in a one-to-one correspondence with the linkage component 50; the second transmission unit 41 also includes a synchronous gear 413, which is connected to the two second transmission sub-units respectively.

[0041] In practical use, the system includes multiple sets of one-to-one corresponding and linked first and second transmission subunits. However, due to limitations such as production and installation errors, there may be some asynchrony between the multiple sets of first and second transmission subunits. This asynchrony may lead to uneven thrust of the second brake pad 42. To solve this problem, a synchronization gear 413 is provided. The synchronization gear 413 is equivalent to connecting two sets of first and second transmission subunits. When the second transmission subunit in any set starts running, it will be able to drive the second transmission subunit in the other set. Since the error caused by the gap of the transmission components is actually very small, the synchronization gear 413 is only set to synchronize the two sides at the start and eliminate the gap of the transmission components. Once the gap is eliminated, the push on both sides will be generated synchronously. At this time, the synchronization gear 413 will act as a driven component and will not affect the movement process of the second transmission subunit.

[0042] As a specific implementation method, such as Figure 2 , Figure 3 as well as Figure 4 As shown, the first worm gear assembly 311 includes a first worm 3111 and a first worm wheel 3112 coaxially arranged with the main worm wheel 222; the first boosting unit 312 includes a first lead screw 3121, a first lead screw nut 3122 and a first boosting sleeve 3123. The first lead screw 3121 is coaxially arranged with the first worm wheel 3112. The first lead screw 3121 is configured to extend along the moving direction of the first brake pad 32. The first lead screw nut 3122 is sleeved on the end of the first lead screw 3121 away from the first worm wheel 3112. The first boosting sleeve 3123 is sleeved on the outside of the first lead screw nut 3122 and can restrict the rotation of the first lead screw nut 3122 so that the first lead screw nut 3122 can move along the extending direction of the first lead screw 3121; the first brake pad 32 is fixedly connected to the first boosting sleeve 3123.

[0043] The second booster unit 412 can adopt the same structure as the first booster unit 312. A channel for accommodating the first booster unit 312 can be provided between the first cavity 11 and the second cavity 12. The first booster sleeve 3123 is disposed in the channel. The cross-section of the channel can be a polygonal structure. When the first booster sleeve 3123 is matched with it, it can restrict the rotation of the first booster sleeve 3123 and further restrict the rotation of the first lead screw 3122. Then, when the first lead screw 3121 rotates under the drive of the first worm gear set 311, it can drive the first lead screw 3122 and the first booster sleeve 3123 to move along their extension direction.

[0044] Because the drive-by-wire control system is used frequently and constantly switches between stationary and moving states, good lubrication is required. This is especially true since the first cavity 11 houses a large number of components. To achieve better lubrication, lubrication can be achieved by impregnation with lubricating oil. Therefore, for example... Figure 5 As shown, the first cavity 11 is sealed and contains lubricating oil; an oil guide fan 3113 is provided on the first worm gear 3112, and the oil guide fan 3113 is located on the side of the first worm gear 3112. The oil guide fan 3113 can rotate with the first worm gear 3112 and stir the lubricating oil to surge in the direction of rotation of the first worm gear 3112.

[0045] After the first cavity 11 is sealed, lubricating oil can be poured into it, allowing the components to be immersed in the lubricating oil for lubrication and rust prevention. However, due to space limitations, the drive-by-wire control system can be installed on the side of the brake disc 60. In this case, the lubricating oil will concentrate downwards under gravity, making it difficult for the components exposed above the liquid surface to be lubricated. The oil guide fan 3113 provided in this application can rotate with the rotation of the first worm gear 3112, thereby churning the lubricating oil below the liquid surface and throwing it upwards to lubricate the components not submerged in the lubricating oil.

[0046] 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 drive-by-wire control system characterized by, The drive-by-wire control system comprises: a housing, a power assembly, a first brake assembly, a second brake assembly and a linkage assembly; a first cavity, a second cavity and a third cavity are sequentially arranged in the housing, and a brake disc can partially extend into the second cavity; the power assembly is arranged on one side of the housing and is in transmission connection with the first brake assembly, the first brake assembly comprises a first transmission unit arranged in the first cavity and a first brake pad, the first brake pad is arranged on one side of the brake disc facing the first cavity, and the first transmission unit can drive the first brake pad to abut or move away from the brake disc; the second brake assembly comprises a second transmission unit arranged in the third cavity and a second brake pad, the second brake pad is arranged on one side of the brake disc facing the second cavity, and the second transmission unit can drive the second brake pad to abut or move away from the brake disc; the linkage assembly is used for transmission connection between the first transmission unit and the second transmission unit, and when the first transmission unit drives the first brake pad to move, the second transmission unit can synchronously drive the second brake pad; the drive-by-wire control system comprises an initial state, in which the first brake pad and the brake disc have a first interval, the second brake pad and the brake disc have a second interval, and the first interval is greater than the second interval.

2. The drive-by-wire control system according to claim 1, wherein the power assembly comprises a driving unit and a main transmission unit, the main transmission unit comprises a main worm and a main worm wheel in transmission connection, the main worm is in transmission connection with the driving unit, and the main worm wheel is in transmission connection with the first transmission unit.

3. The drive-by-wire control system according to claim 2, wherein the first transmission unit comprises a first transmission subunit, the first transmission subunit comprises a first worm wheel set and a first booster unit; the first worm wheel set is in transmission connection with the power assembly, the first booster unit is in transmission connection with the first worm wheel set, the first booster unit can convert the rotary driving force transmitted by the first worm wheel set into linear driving force, the first booster unit is in transmission connection with the first brake pad, and the first booster unit can drive the first brake pad to move.

4. The drive-by-wire control system according to claim 3, wherein the linkage assembly comprises a first gear set in transmission connection with the first worm wheel set, a transmission shaft and a second gear set, a first end of the transmission shaft is arranged in the first cavity and is in transmission connection with the first gear set, a second end of the transmission shaft is arranged in the third cavity and is in transmission connection with the second gear set, and the second gear set is in transmission connection with the second transmission unit.

5. The drive-by-wire control system according to claim 4, wherein The second transmission unit comprises a second transmission subunit, the second transmission subunit comprises a third gear set and a second booster unit, the third gear set is in transmission connection with the second end of the transmission shaft, the second booster unit can convert the rotary driving force transmitted by the transmission shaft into linear driving force, the second booster unit is in transmission connection with the second brake pad, and the second booster unit can drive the second brake pad to move.

6. The by-wire control system according to claim 3, characterized in that, The first transmission unit comprises two first transmission subunits, and the two first transmission subunits are arranged on the two sides of the power assembly.

7. The by-wire control system according to claim 6, characterized in that, The second transmission unit comprises two second transmission subunits, the linkage assembly is arranged in one-to-one correspondence with the first transmission subunit, and the second transmission subunit is arranged in one-to-one correspondence with the linkage assembly; The second transmission unit further comprises a synchronous gear, and the synchronous gear is in transmission connection with the two second transmission subunits respectively.

8. The by-wire control system according to claim 3, characterized in that, The first worm gear set comprises a first worm and a first worm gear coaxially arranged with the main worm gear; The first booster unit comprises a first lead screw, a first nut and a first booster sleeve, the first lead screw is coaxially arranged with the first worm gear, the first lead screw is arranged to extend along the moving direction of the first brake pad, the first nut is sleeved on the end of the first lead screw away from the first worm gear, and the first booster sleeve is sleeved outside the first nut and can limit the rotation of the first nut, so that the first nut can move along the extension direction of the first lead screw; The first brake pad is fixedly connected to the first booster sleeve.

9. The by-wire control system according to claim 8, characterized in that, The first cavity is hermetically arranged, and the first cavity is provided with lubricating oil; The first worm gear is provided with an oil guide fan, the oil guide fan is arranged on the side of the first worm gear, the oil guide fan can rotate with the first worm gear and stir the lubricating oil to flow in the rotating direction of the first worm gear.

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