Electronic mechanical braking device with self-force-increasing structure

Abstract

The invention relates to the technical field of brakes, in particular to an electronic mechanical braking device with a self-reinforcement structure. Comprising a shell, the shell is detachably installed on a brake caliper body and detachably connected with a cover body, a motor is installed in the shell, an output shaft of the motor is fixedly connected with a transmission shaft, the cover body is rotationally connected with a butt joint shaft, a composite transmission mechanism is arranged between the transmission shaft and the butt joint shaft, and the composite transmission mechanism is used for transmitting the transmission shaft and the butt joint shaft. The position, away from the cover body, of the butt joint shaft is fixedly connected with a sleeving shaft barrel, and the sleeving shaft barrel is in spline connection with a transmission piece. The transmission mode between the transmission shaft and the butt joint shaft is changed, the brake pad and the brake disc are rapidly attached through the low transmission ratio, then the rotating speed is reduced through the high transmission ratio, the torque is increased, the friction force between the brake pad and the brake disc is increased, and therefore in the braking process, the moving speed of the brake pad is increased, and the braking response speed is increased.

Description

Technical Field

[0001] This invention relates to the field of brake technology, and in particular to an electromechanical braking device with a self-amplifying force structure. Background Technology

[0002] Electromechanical braking (EMB) is a novel braking system that uses pure electrical signals and motors instead of traditional hydraulic or pneumatic braking. Compared to traditional hydraulic and pneumatic braking, it offers advantages such as faster response, simpler structure, more precise control, and support for autonomous driving. Its principle can be summarized as follows: When the driver presses the brake pedal, sensors at the pedal convert the driver's intention (pressure and speed) into electrical signals, which are then sent to the central controller (ECU). The ECU calculates the required braking force for each wheel based on the vehicle's status and sends commands to the individual actuators at each wheel. The motor inside the actuator then starts, converting its rotational motion into linear motion via a ball screw, pushing the brake pads to directly clamp the brake disc, thus completing the braking process. Currently, the motors used in EMB not only need to "respond quickly" when the brake signal is received... To ensure rapid contact between the brake pads and the brake disc, the brake disc must also increase the friction between them. However, the torque output of a traditional motor is directly proportional to its size and power. To improve response speed, a small motor with low inertia and high speed is needed, while a large motor with high torque and high power is needed to generate sufficient clamping force. There is an inherent contradiction between the two. To resolve this contradiction, traditional EMBs either use a dual-motor drive or a single motor with a reduction and torque-increasing mechanism (such as a worm gear). The former increases the overall size of the EMB, while the latter reduces the high speed of the motor output to a low speed due to the reduction effect of the worm gear. This results in a slow linear movement of the brake pads driven by the ball screw, increasing the time required for the brake pads to move from the initial position to contact the brake disc, thus leading to a slow braking response. Summary of the Invention

[0003] This invention provides an electromechanical braking device with a self-amplifying force structure to overcome the shortcomings of traditional EMB devices, such as large size and slow braking response.

[0004] The technical solution is as follows: An electromechanical braking device with a self-amplifying force structure includes: a housing, which is detachably mounted on a brake caliper body; a cover is detachably connected to the housing; a motor is installed inside the housing; a transmission shaft is fixedly connected to the output shaft of the motor; a docking shaft is rotatably connected to the cover; a compound transmission mechanism is provided between the transmission shaft and the docking shaft; the compound transmission mechanism is used to drive the transmission shaft and the docking shaft and adjust the transmission ratio between the transmission shaft and the docking shaft; a sleeve is fixedly connected to the docking shaft at a position away from the cover; a transmission component is splinedly connected to the sleeve; an extrusion component is splinedly connected inside the housing; the extrusion component is threadedly connected to a threaded shaft that contacts the sleeve; the transmission component is used to drive the threaded shaft to rotate; and the extrusion component is connected to a corresponding brake pad.

[0005] Furthermore, the composite transmission mechanism includes: a driving gear fixedly connected to the transmission shaft; a driven gear rotatably connected to the docking shaft and meshing with the driving gear; a central shaft rotatably connected inside the housing; a driving worm fixedly connected to the transmission shaft; a driving worm wheel and a driven worm fixedly connected to the central shaft; the driving worm wheel driving the driving worm; a driven worm wheel rotatably connected to the docking shaft and driving the driven worm; and a control component inside the docking shaft for detecting the torque between the sleeve and the threaded shaft and switching the transmission mode between the transmission shaft and the docking shaft.

[0006] Furthermore, the control component includes: a torsion spring fixed between the sleeve and the threaded shaft; a mounting rod fixed to the side of the transmission member near the cover; a limiting strip fixed to the mounting rod; the limiting strip being slidably connected to the mating shaft; and annularly distributed grooves on both the driven gear and the driven worm gear, the grooves on both the driven gear and the driven worm gear being used to limit the limiting strip.

[0007] Furthermore, the transmission component is provided with a ring-shaped, evenly distributed snap-fit ​​portion at a position away from the cover body. The threaded shaft is provided with a ring-shaped, evenly distributed first limiting groove and a ring-shaped, evenly distributed second limiting groove. The first limiting groove communicates with the corresponding second limiting groove, and the number of the first limiting groove, the second limiting groove, and the snap-fit ​​portion are the same. The axial length of the second limiting groove is greater than the axial length of the first limiting groove. The first limiting groove and the corresponding second limiting groove are used together to allow the corresponding snap-fit ​​portion to slide.

[0008] Furthermore, the planes containing a pair of opposite sides of the snap-fit ​​portion intersect, and the line of intersection of the two sides is located on the axis of the threaded shaft. Moreover, the first limiting groove and the second limiting groove corresponding to the snap-fit ​​portion and the planes containing the sides corresponding to the two sides both pass through the axis of the threaded shaft.

[0009] Furthermore, a magnetic post is fixed to one end of the mounting rod near the cover, and an electromagnet is installed on the cover at a position corresponding to the magnetic post.

[0010] Furthermore, a fixing member is fixedly connected inside the housing, and an elastic ring is fixedly connected to the fixing member. The elastic ring is coaxial with the docking shaft, and the inner diameter of the elastic ring is smaller than the length of the limiting strip. The elastic ring is used to limit the limiting strip.

[0011] Furthermore, when the elastic ring limits the limiting strip, the limiting force exerted by the elastic ring on the limiting strip is greater than the torque of the torsion spring.

[0012] Furthermore, a detection module is installed on the fastener near the docking shaft, and the detection module is used to detect the position of the magnetic column.

[0013] Furthermore, the limiting strip is provided with four rectangularly distributed inclined surfaces, which are used to facilitate the limiting strip entering the grooves of the driven gear and the driven worm gear.

[0014] Compared with the prior art, the present invention has the following advantages: The present invention changes the transmission method between the drive shaft and the docking shaft, and relies on a low transmission ratio to make the brake pads and brake discs fit together quickly. Then, it relies on a high transmission ratio to reduce the speed and increase the torque, thereby increasing the friction between the brake pads and the brake discs. In this way, during the braking process, the moving speed of the brake pads is accelerated, and the braking response speed is accelerated.

[0015] Based on the torque required for the rotation of the threaded shaft, the contact state between the brake pads and the brake disc is determined. After the brake pads and the brake disc are in contact, the transmission between the drive shaft and the mating shaft is switched from gear set transmission to worm gear transmission. In this way, while ensuring sufficient torque to meet the braking force, the time required for the brake pads and the brake disc to contact is shortened, and the braking response speed is improved.

[0016] By detecting the position of the magnetic column, the rotation angle of the motor output shaft, and the change in motor current through the detection module, it is possible to know the frictional force of the EMA system and the wear degree of the parts in the system (i.e., the change in the fit clearance) during the movement of the brake pads towards the brake disc. In this way, when the frictional force between the brake pads and the brake disc is increased by the worm gear transmission, the frictional force between the brake pads and the brake disc can be calculated based on the rotation angle of the motor output shaft, the frictional force, and the wear degree of the parts. This reduces the impact of frictional force and part wear in the EMA system on the judgment of braking force. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a three-dimensional structural diagram of the housing and motor of the present invention; Figure 3 This is a three-dimensional structural diagram of the drive shaft and docking shaft of the present invention; Figure 4 This is a three-dimensional structural diagram of the docking shaft and fixing component of the present invention; Figure 5 This is a three-dimensional structural diagram of the sleeve and threaded shaft of the present invention; Figure 6 This is a three-dimensional structural diagram of the docking shaft and transmission component of the present invention; Figure 7 This is a three-dimensional structural cross-sectional view of the mating shaft and the sleeve of the present invention; Figure 8 This is a three-dimensional structural diagram of the threaded shaft of the present invention.

[0018] The following are the labels in the diagram: 1. Housing, 2. Cover, 3. Motor, 4. Drive shaft, 5. Connecting shaft, 6. Sleeve sleeve, 7. Threaded shaft, 8. Extruded part, 9. Driving gear, 10. Driven gear, 11. Transmission shaft, 12. Driving worm, 13. Driving worm wheel, 14. Driven worm, 15. Driven worm wheel, 16. Torsion spring, 17. Transmission component, 171. Snap-fit ​​part, 172. First limiting groove, 173. Second limiting groove, 18. Mounting rod, 19. Limiting strip, 20. Magnetic column, 21. Electromagnet, 22. Fixing component, 23. Elastic ring, 24. Detection module. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. The embodiments of the present invention are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the invention to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described to better illustrate the principles and practical application of the invention, and to enable those skilled in the art to understand the invention and design various embodiments with various modifications suitable for a particular purpose.

[0020] Example 1

[0021] This embodiment discloses an electromechanical braking device with a self-amplifying force structure to solve the problems of large size and slow braking response of traditional EMB.

[0022] See Figures 1 to 6 An electromechanical braking device with a self-amplifying force structure includes: a housing 1, which is detachably mounted on a brake caliper body (the brake caliper body is an existing part and will not be described here); a cover 2 is detachably connected to the housing 1; a motor 3 is installed inside the housing 1; a transmission shaft 4 is fixedly connected to the output shaft of the motor 3; a docking shaft 5 is rotatably connected to the cover 2; a compound transmission mechanism is provided between the transmission shaft 4 and the docking shaft 5; the compound transmission mechanism is used to drive the transmission shaft 4 and the docking shaft 5, and adjusts the transmission ratio between the transmission shaft 4 and the docking shaft 5 by changing the transmission mode between them; a sleeve 6 is fixedly connected to the rear of the docking shaft 5; a transmission component 17 is splinedly connected inside the sleeve 6; an extrusion component 8 is splinedly connected inside the housing 1; the extrusion component 8 is connected to a corresponding brake pad on the brake caliper body; a threaded shaft 7 is threadedly connected to the extrusion component 8 and contacts the sleeve caliper 6; the threaded shaft 7 and the extrusion component 8 together form a ball screw structure (this is an existing structure and will not be shown in the attached drawings); the transmission component 17 is used to drive the rotation of the threaded shaft 7.

[0023] The above setup enables the brake pads to quickly engage with the brake disc by changing the transmission method between the drive shaft 4 and the docking shaft 5. Then, by using a high transmission ratio to reduce the rotational speed and increase the torque, the friction between the brake pads and the brake disc is increased. Thus, during braking, the movement speed of the brake pads is accelerated, and the braking response speed is accelerated.

[0024] See Figures 2 to 5The composite transmission mechanism includes: a driving gear 9 fixedly connected to the transmission shaft 4; a driven gear 10 rotatably connected to the docking shaft 5 and meshing with the driving gear 9; a central shaft 11 rotatably connected inside the housing 1; a driving worm 12 fixedly connected to the transmission shaft 4; a driving worm wheel 13 and a driven worm 14 fixedly connected to the central shaft 11; the driving worm wheel 13 drives the driving worm 12; a driven worm wheel 15 rotatably connected to the docking shaft 5 and driving the driven worm 14; the driven worm wheel 15 is located behind the driven gear 10; and a control component is provided inside the docking shaft 5 for detecting the torque between the sleeve cylinder 6 and the threaded shaft 7 and switching the transmission mode between the transmission shaft 4 and the docking shaft 5.

[0025] See Figures 5 to 7 The control components include: a torsion spring 16, fixed between the sleeve cylinder 6 and the threaded shaft 7; a mounting rod 18 fixed to the front side of the transmission component 17; a limiting strip 19 fixed to the front part of the mounting rod 18; the limiting strip 19 passes through the front part of the mounting rod 18; the limiting strip 19 is slidably connected to the docking shaft 5 for front and rear limiting; both the driven gear 10 and the driven worm gear 15 are provided with annularly distributed grooves, and the number of grooves on the driven gear 10 and the driven worm gear 15 is even; the grooves on the driven gear 10 and the driven worm gear 15 are used to limit the limiting strip 19; in the unbraked state, the two ends of the limiting strip 19 are respectively located in the two corresponding grooves on the driven gear 10, that is, the docking shaft 5 and the driven gear 10 are driven.

[0026] The above setup enables the determination of the contact state between the brake pads and the brake disc based on the torque required for the rotation of the threaded shaft 7. After the brake pads and the brake disc are in contact, the transmission shaft 4 and the mating shaft 5 are switched from gear set transmission to worm gear transmission. This shortens the time required for the brake pads and the brake disc to contact while ensuring sufficient torque to meet the braking force, thereby improving the braking response speed.

[0027] See Figure 7 and Figure 8The rear part of the transmission component 17 is provided with a ring-shaped, evenly distributed snap-fit ​​portion 171. The threaded shaft 7 is provided with a ring-shaped, evenly distributed first limiting groove 172 and a ring-shaped, evenly distributed second limiting groove 173. The first limiting groove 172 communicates with the corresponding second limiting groove 173, and the number of the first limiting groove 172, the second limiting groove 173, and the snap-fit ​​portion 171 are the same. The axial length of the second limiting groove 173 is greater than the axial length of the first limiting groove 172. The first limiting groove 172 and the corresponding second limiting groove 173 are used together to allow the corresponding snap-fit ​​portion 171 to slide. In the state of no braking and when the brake pads move but do not contact the brake disc, the snap-fit ​​portion 171 is located within the corresponding first limiting groove 172. At this time, the sleeve shaft 6 passes through... The torsion spring 16 drives the threaded shaft 7; the planes containing a pair of opposite (not opposite front and rear sides) sides of the locking part 171 intersect, and the line of intersection of the two planes is located on the axis of the threaded shaft 7. The first limiting groove 172 and the second limiting groove 173 corresponding to the locking part 171 and the planes containing the opposite sides of the two sides both pass through the axis of the threaded shaft 7. In this way, the transmission member 17 can avoid the radial relative movement tendency between the locking part 171 and the first limiting groove 172 or the second limiting groove 173 during the rotation of the threaded shaft 7, thereby reducing the friction between the locking part 171 and the first limiting groove 172 or the second limiting groove 173, and facilitating the movement of the transmission member 17 within the threaded shaft 7.

[0028] See Figures 1 to 3 and Figure 7 A magnetic post 20 is fixed to the front end of the mounting rod 18. An electromagnet 21 is installed on the cover 2 at the position corresponding to the magnetic post 20. The electromagnet 21 controls the magnetic post 20 to move back and forth by magnetic force. When the vehicle is in motion and not braking, the electromagnet 21 is always activated and generates a magnetic repulsion force with the magnetic post 20, which has the tendency to push the magnetic post 20 backward.

[0029] See Figure 3 , Figure 4 , Figure 6 and Figure 7 A fixing member 22 is fixedly connected inside the housing 1, and an elastic ring 23 is fixedly connected to the fixing member 22. The elastic ring 23 can be made of elastic rubber. The elastic ring 23 is coaxial with the docking shaft 5. The inner diameter of the elastic ring 23 is smaller than the length of the limiting strip 19. The elastic ring 23 is used to limit the limiting strip 19. When the limiting strip 19 is limited by the elastic ring 23, the limiting force of the elastic ring 23 on the limiting strip 19 is greater than the torque of the torsion spring 16. When the limiting strip 19 does not correspond to the moving gear 10 and the driven worm gear 15, the limiting strip 19 contacts the elastic ring 23 and squeezes the elastic ring 23 to deform, and the circumferential rotation of the limiting strip 19 is limited by the elastic ring 23.

[0030] The above configuration enables the limiting strip 19 to remain in the same position as the sleeve cylinder 6 and the threaded shaft 7 during the movement of the limiting strip 19 between the driven gear 10 and the driven worm gear 15, through the limiting effect of the elastic ring 23.

[0031] Braking process: The sensor at the pedal transmits a signal to the ECU, which then controls motor 3 to start. Its output shaft drives drive shaft 4 to rotate clockwise (see attached document). Figure 1 (The main view is from a rotating perspective). The drive shaft 4 drives the docking shaft 5 and the sleeve shaft 6 to rotate counterclockwise together through the driving gear 9, the driven gear 10 and the limiting strip 19. The sleeve shaft 6 drives the threaded shaft 7 to rotate counterclockwise through the torsion spring 16. The threaded shaft 7 moves backward quickly through the threaded transmission extrusion piece 8 and the brake pad, thus reducing the time required for the brake pad to contact the brake disc after moving and improving the braking response speed.

[0032] While the drive shaft 4 is rotating, the drive shaft 4 drives the driven worm wheel 15 to rotate slowly counterclockwise through the driving worm 12, the intermediate shaft 11, the driving worm wheel 13 and the driven worm 14. At this time, the driven worm wheel 15 rotates relative to the docking shaft 5.

[0033] As the brake pads move backward until both brake pads are in contact with the brake disc, the torque provided by the torsion spring 16 is insufficient to drive the threaded shaft 7 to continue rotating. At this point, the sleeve cylinder 6 drives the transmission component 17 to rotate counterclockwise relative to the threaded shaft 7, causing the locking part 171 to move out of the corresponding first limiting groove 172 and align with the corresponding second limiting groove 173. At this time, the mounting rod 18, limiting strip 19, magnetic column 20, and transmission component 17 move backward under the action of magnetic repulsion, causing the locking part... 171 slides into the corresponding second limiting groove 173. The limiting strip 19 slides out of the corresponding groove on the driven gear 10 and squeezes the elastic ring 23 to deform, so that the elastic ring 23 limits the limiting strip 19. At this time, the driven gear 10 loses transmission with the docking shaft 5. When the limiting strip 19 corresponds to the groove on the driven worm wheel 15, the limiting strip 19 instantly enters the groove of the driven worm wheel 15, so that the driven worm wheel 15 directly drives the sleeve cylinder 6 to rotate slowly through the limiting strip 19.

[0034] When the driven worm gear 15 drives the sleeve cylinder 6 to rotate slowly, the sleeve cylinder 6 drives the transmission component 17 to rotate. The transmission component 17 drives the threaded shaft 7 to continue rotating by the squeezing of the snap-fit ​​part 171 and the corresponding second limit groove 173. In this way, the rotation speed is reduced and the torque is increased to ensure the braking force.

[0035] When braking on a long downhill slope, it is necessary to continuously press the brake pedal to control the braking force. In this case, the electromagnet 21 and the magnetic column 20 always maintain a magnetic repulsion force. When the pedal is pressed harder to increase the braking force, the above steps of the transmission shaft 4 driving the threaded shaft 7 to rotate through the worm gear are repeated, increasing the squeezing force between the brake pads and the brake disc. When the pedal is slightly released to reduce the braking force, the motor 3 rotates in the opposite direction and slowly rotates clockwise a certain amount through the worm gear driving the transmission component 17 (the amount of which is determined by the degree of pedal pressing), thus reducing the braking force.

[0036] When waiting at a traffic light or at the end of a long downhill slope, fully release the pedal. At this time, the ECU controls the motor 3 to reverse and controls the electromagnet 21, so that the magnetic repulsion between the electromagnet 21 and the magnetic column 20 is changed to magnetic attraction. This causes the transmission component 17, mounting rod 18, limit strip 19 and magnetic column 20 to move forward and reset quickly. The limit strip 19 passes over the elastic ring 23, so that the transmission shaft 4 drives the docking shaft 5 to rotate clockwise through the driving gear 9 and the driven gear 10. The docking shaft 5 drives the sleeve cylinder 6 and the transmission component 17 to rotate clockwise, so that the snap-fit ​​part 171 is misaligned with the corresponding second limit groove 173 and corresponds to the first limit groove 172. The torsion spring 16 returns to its original state. After that, the sleeve cylinder 6 drives the threaded shaft 7 to rotate quickly clockwise through the transmission component 17, so that the pressing part 8 drives the brake pad to reset quickly, thus quickly releasing the brake state.

[0037] Example 2

[0038] This embodiment is a further optimization based on Embodiment 1.

[0039] Existing technologies typically calculate the frictional force between brake pads and brake discs using algorithms. These algorithms determine the contact timing between the brake pads and brake discs based on changes in motor current (higher current indicates a greater motor load). After determining contact, the frictional force between the brake pads and brake discs is determined based on the rotation angle of the motor output shaft. However, due to the influence of friction between components, changes in motor current cannot accurately determine whether the brake pads are in contact with the brake discs. This leads to inaccurate calculations of the frictional force between the brake pads and brake discs, affecting the driving experience.

[0040] See Figure 4 A detection module 24 is installed on the fastener 22 near the docking shaft 5. The detection module 24 can be an electromagnetic sensor to detect the position of the magnetic column 20 through a magnetic field.

[0041] The above settings enable the detection module 24 to detect the position of the magnetic post 20, the rotation angle of the output shaft of the motor 3, and the change in the current of the motor 3. This allows the detection module 24 to determine the frictional force of the EMA system and the wear degree of the parts in the system (i.e., the change in the fit clearance) during the movement of the brake pads towards the brake disc. In this way, when the frictional force between the brake pads and the brake disc is increased by the worm gear transmission, the frictional force between the brake pads and the brake disc can be calculated based on the rotation angle of the output shaft of the motor 3, the frictional force, and the wear degree of the parts. This reduces the impact of frictional force and wear of parts in the EMA system on the judgment of braking force.

[0042] Further explanation: The principle of the influence of friction on the braking force judgment in the EMA system: During the process of the brake pad moving towards the brake disc, the torque of the torsion spring 16 is the torque provided by the threaded shaft 7. On the one hand, it is used to drive the threaded shaft 7 to rotate, and on the other hand, it is used to overcome the frictional force when the threaded shaft 7 rotates relative to the extrusion member 8 and the frictional force when the extrusion member 8 slides along the housing 1. Since the above frictional force is not a constant value, the initial extrusion force of the brake pad on the brake disc when the brake pad contacts the brake disc is also not a constant value. This will affect the judgment of the frictional force between the brake pad and the brake disc.

[0043] The principle of how wear on parts in the system affects the judgment of braking force: Wear between parts will cause idle strokes during transmission, so that the rotation angle of the output shaft of motor 3 does not fully increase the squeezing force of the brake pads on the brake disc, thus affecting the judgment of the friction force between the brake pads and the brake disc.

[0044] By judging the frictional force during the operation of the EMA system based on the change in current of motor 3, the initial squeezing force of the brake pads on the brake disc generated by the torque of torsion spring 16 can be obtained. Based on the rotation angle of the output shaft of motor 3 before the transmission mode is switched between drive shaft 4 and docking shaft 5, the wear degree of the parts can be judged. Thus, when judging the braking force, the braking force can be judged by combining the rotation angle of the output shaft of motor 3, the wear degree of the parts, and the frictional force during system operation, thereby reducing the influence of system operating friction and part wear on the judgment of braking force.

[0045] Example 3

[0046] This embodiment is a further optimization based on embodiment 2.

[0047] See Figure 7 The limiting bar 19 is provided with four rectangularly distributed inclined surfaces, which are used to facilitate the limiting bar 19 entering the grooves of the driven gear 10 and the driven worm gear 15.

[0048] This invention encompasses any substitutions, modifications, equivalent methods, and solutions made within the spirit and scope of this invention. To provide the public with a thorough understanding of this invention, specific details are described in detail in the preferred embodiments, while those skilled in the art will fully understand the invention even without these details. Furthermore, to avoid unnecessary misunderstanding of the essence of this invention, well-known methods, processes, procedures, components, and circuits are not described in detail.

Claims

1. An electromechanical braking device with a self-amplifying force structure, comprising: A housing (1) is detachably installed on a brake caliper body. A cover (2) is detachably connected to the housing (1). A motor (3) is installed inside the housing (1). The output shaft of the motor (3) is fixedly connected to a transmission shaft (4). A docking shaft (5) is rotatably connected to the cover (2). A composite transmission mechanism is provided between the transmission shaft (4) and the docking shaft (5). The composite transmission mechanism is used to drive the transmission shaft (4) and the docking shaft (5) and adjust the transmission ratio between the transmission shaft (4) and the docking shaft (5). A sleeve shaft (6) is fixedly connected to the docking shaft (5) away from the cover (2). A transmission component (17) is splined to the sleeve shaft (6). An extrusion component (8) is splined to the housing (1). A threaded shaft (7) is threaded to the sleeve shaft (6) and contacts the sleeve shaft (6). The transmission component (17) is used to drive the threaded shaft (7) to rotate. The extrusion component (8) is connected to the corresponding brake pad.

2. An electromechanical braking device with a self-amplifying force structure according to claim 1, characterized in that, The composite transmission mechanism includes: A drive gear (9) is fixedly connected to the drive shaft (4). A driven gear (10) meshing with the drive gear (9) is rotatably connected to the docking shaft (5). A central shaft (11) is rotatably connected inside the housing (1). A drive worm (12) is fixedly connected to the drive shaft (4). A drive worm wheel (13) and a driven worm (14) are fixedly connected to the central shaft (11). The drive worm wheel (13) drives the drive worm (12). A driven worm wheel (15) driving the driven worm (14) is rotatably connected to the docking shaft (5). A control component is provided inside the docking shaft (5) for detecting the torque between the sleeve cylinder (6) and the threaded shaft (7) and switching the transmission mode between the drive shaft (4) and the docking shaft (5).

3. An electromechanical braking device with a self-amplifying force structure according to claim 2, characterized in that, The control component includes: A torsion spring (16) is fixed between the sleeve cylinder (6) and the threaded shaft (7). A mounting rod (18) is fixed to the side of the transmission member (17) near the cover (2). A limiting strip (19) is fixed to the mounting rod (18). The limiting strip (19) is slidably connected to the docking shaft (5). Both the driven gear (10) and the driven worm gear (15) are provided with annularly distributed grooves. The grooves on the driven gear (10) and the driven worm gear (15) are used to limit the limiting strip (19).

4. An electromechanical braking device with a self-amplifying force structure according to claim 3, characterized in that, The transmission component (17) is provided with a ring-shaped, uniformly distributed snap-fit ​​portion (171) at a position away from the cover (2). The threaded shaft (7) is provided with a ring-shaped, uniformly distributed first limiting groove (172) and a ring-shaped, uniformly distributed second limiting groove (173). The first limiting groove (172) is connected to the corresponding second limiting groove (173), and the number of the first limiting groove (172), the second limiting groove (173) and the snap-fit ​​portion (171) are the same. The axial length of the second limiting groove (173) is greater than the axial length of the first limiting groove (172). The first limiting groove (172) and the corresponding second limiting groove (173) are used together to allow the corresponding snap-fit ​​portion (171) to slide.

5. An electromechanical braking device with a self-amplifying force structure according to claim 4, characterized in that, The planes on one pair of opposite sides of the snap-fit ​​part (171) intersect, and the line of intersection of the two sides is located on the axis of the threaded shaft (7). The first limiting groove (172) and the second limiting groove (173) corresponding to the snap-fit ​​part (171) and the planes on the sides corresponding to the two sides both pass through the axis of the threaded shaft (7).

6. An electromechanical braking device with a self-amplifying force structure according to claim 4, characterized in that, A magnetic post (20) is fixed to one end of the mounting rod (18) near the cover (2), and an electromagnet (21) is installed on the cover (2) at the position corresponding to the magnetic post (20).

7. An electromechanical braking device with a self-amplifying force structure according to claim 3, characterized in that, A fixing member (22) is fixedly connected inside the housing (1), and an elastic ring (23) is fixedly connected to the fixing member (22). The elastic ring (23) is coaxial with the docking shaft (5). The inner diameter of the elastic ring (23) is smaller than the length of the limiting strip (19). The elastic ring (23) is used to limit the limiting strip (19).

8. An electromechanical braking device with a self-amplifying force structure according to claim 7, characterized in that, When the elastic ring (23) limits the limiting strip (19), the force exerted by the elastic ring (23) on the limiting strip (19) is greater than the torque of the torsion spring (16).

9. An electromechanical braking device with a self-amplifying force structure according to claim 7, characterized in that, A detection module (24) is installed on the fastener (22) near the docking shaft (5). The detection module (24) is used to detect the position of the magnetic column (20).

10. An electromechanical braking device with a self-amplifying force structure according to claim 7, characterized in that, The limiting strip (19) is provided with four rectangular inclined surfaces, which are used to facilitate the limiting strip (19) entering the grooves of the driven gear (10) and the driven worm gear (15).

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