Brake device based on motor

Abstract

According to the brake device based on the motor, the motor is adopted to drive the threaded sleeve to rotate, the threaded sleeve drives the threaded rod to move, the pressure sensor is installed between the threaded rod and the brake seat, the clamping force between the brake pad and the brake disc is detected through the pressure sensor, on one hand, it can be guaranteed that the brake pad and the brake disc effectively clamp the brake, and the brake effect is guaranteed; on the other hand, the braking force can be detected, and the braking force is controlled through the motor, so that accurate control over the braking force is achieved; meanwhile, the brake displacement of the brake pad can be calculated through the rotation angle of the motor, the transmission between the motor and the brake seat and the size every time, and therefore the abrasion loss between the brake pad and the brake disc can be known by comparing the brake displacement with the brake displacement when the brake pad is not abraded; due to the fact that the brake disc is not abraded generally (the abrasion resistance of the general brake disc is far superior to that of the brake pad), the abrasion loss is basically the abrasion loss of the brake pad, and the abrasion loss of the brake pad and whether the brake pad needs to be replaced or not can be monitored.

Description

Technical Field

[0001] The utility model relates to a braking technology, in particular to a braking device based on a motor. Background Art

[0002] Currently, wheel brakes primarily utilize caliper brakes and drum brakes, which utilize hydraulic pistons to provide clamping force, resulting in effective braking. However, these brakes lack precision. Autonomous vehicles used for transporting goods, such as warehouse transfer vehicles and express delivery vehicles, require high braking precision and lack the ability to incorporate hydraulic pumps, making current piston-driven braking solutions unsuitable.

[0003] Therefore, there are currently some solutions that use motors instead of pistons to provide braking power, which is the main technical direction of electronic brakes. However, the solution of using motors instead of pistons to provide braking power has the following problems:

[0004] 1. It cannot automatically compensate for the wear of the brake pads. It generally drives the brake pads to move a fixed displacement for braking. If there is a gap at this time, it can only be compensated through driving speed feedback. Obviously, this method has great defects and may lead to untimely braking.

[0005] 2. Basically, pure electronic signal control is adopted. Once the motor or the structure that drives the brake pad to move is damaged, the brake will fail. Therefore, it is necessary to retain the necessary mechanical braking method, especially in some small vehicles with automatic driving functions and manual driving, such as transfer vehicles for transporting materials within the factory.

[0006] In this regard, how to realize a braking solution based on a motor providing braking power with automatic gap compensation and mechanical braking is a technical problem that urgently needs to be solved. Utility Model Content

[0007] In view of the above-mentioned defects of the prior art, the technical problem to be solved by the present invention is to provide a motor-based braking device, which can detect whether the brake pad is pressed against the brake disc, and control the corresponding braking force (the clamping force of the brake pad and the brake disc).

[0008] To achieve the above-mentioned purpose, the utility model provides a motor-based brake device, including a brake disc, a first brake part, and a second brake part. The first brake part includes a first housing and a brake module. The brake module includes a brake pad, a brake seat, a pressure sensor, a connector, a screw, a first screw sleeve, and a mounting seat. The mounting seat is fixed to the first housing, and a mounting seat groove is provided on the mounting seat that engages and slides with the brake seat. The brake is installed in the mounting seat groove.

[0009] The brake pad is mounted on the brake seat, and the side of the brake seat away from the brake pad is assembled and fixed to the housing of the pressure sensor. The pressure input end of the pressure sensor is assembled and fixed to the connector, and the connector is assembled and fixed to one end of the screw. The other end of the screw is installed in the first screw sleeve and is screwed together with the screw by means of a thread. The first screw sleeve is mounted in the first housing so as to be rotatable in a circular manner and immovable in an axial manner. A first gear is mounted on the first screw sleeve, and the first gear is driven directly or indirectly by a motor.

[0010] The second brake part includes a second shell and another brake module, which is installed in the second shell. The difference between this brake module and the brake module installed in the first brake part is that its first screw sleeve is replaced by a second screw sleeve, and the second screw sleeve is installed in the second shell.

[0011] As a further improvement of the present invention, the first screw sleeve is mounted on the first partition plate and the first partition plate so as to be rotatable in a circumferential direction and immovable in an axial direction, and the first partition plate and the first partition plate are respectively mounted and fixed in the first shell;

[0012] The second outer shell is fixedly installed with the second first partition plate, the second second partition plate and the second third partition plate, and the second screw sleeve is respectively assembled with the second first partition plate, the second second partition plate and the second third partition plate so as to be rotatable in the circle and movable in the axial direction.

[0013] As a further improvement of the present invention, the first gear is engaged with the second gear for transmission, the second gear is engaged with the third gear for transmission, the third gear is mounted on the motor shaft, the motor shaft is inserted into the motor, and the motor is mounted in the mounting seat; the second gear of the first brake part is mounted on the first partition No. 1 and the first partition No. 2 in a circular rotation through the gear shaft; the gear shaft of the second brake part is mounted on the second partition No. 1 and the second partition No. 2 in a circular rotation.

[0014] As a further improvement of the present invention, an annular groove and an end bearing are respectively provided on the second screw sleeve. The shaft ring of the end bearing is assembled with the second screw sleeve, and the end face of the seat ring is tightly attached to the second No. 1 partition plate; the annular groove is assembled with the ball, so that the second screw sleeve cannot move axially, and the ball is installed on the ball seat, and the ball seat is directly or indirectly installed on the second No. 2 partition plate.

[0015] As a further improvement of the present invention, a lock frame is installed on the second No. 2 partition, and at least one ball seat is mounted on the inner side of the lock frame in a snap-fit ​​and sliding manner. A plurality of balls are mounted on the inner side of the ball seat in a spherical rolling manner. The ball seat is also assembled and fixed to one end of the seat rod, and the other end of the seat rod is fitted with a lock seat spring, which is passed through the lock frame and assembled and fixed to the unlocking block. The lock seat spring applies an elastic force to the ball seat to press the second screw sleeve, and the ball is clamped in the ring groove and can be spherically rolled with it.

[0016] As a further improvement of the present invention, an unlocking bevel is provided on the unlocking block, the unlocking bevel is in contact with the mating bevel, the mating bevel is provided on the mating block, the mating block is installed on the unlocking seat, the unlocking seat is fixed on the mechanical shaft, one end of the mechanical shaft is inserted into the second screw sleeve and can be assembled with it in a relative circular rotation, and a mechanical spring is provided on the part of the mechanical shaft located between the lock frame and the unlocking seat, and the mechanical spring applies an elastic force to the unlocking seat to prevent it from moving toward the second screw sleeve.

[0017] As a further improvement of the present invention, a push ring is provided on one end of the mechanical shaft close to the second screw sleeve. In the initial state, the push ring does not contact the end face of the second screw sleeve due to the action of the mechanical spring.

[0018] The beneficial effects of the utility model are:

[0019] The utility model adopts a motor to drive the screw sleeve to rotate, and the screw sleeve drives the screw to move. A pressure sensor is installed between the screw and the brake seat, and the clamping force between the brake pad and the brake disc is detected by the pressure sensor. On the one hand, it can ensure that the brake pad and the brake disc effectively clamp the brake to ensure the braking effect; on the other hand, it can detect the braking force and use the motor to control the braking force to achieve precise control of the braking force; at the same time, the braking displacement of the brake pad can be calculated through the rotation angle of the motor each time, the transmission between the motor and the brake seat, and the size, so as to know the wear between the brake pad and the brake disc by comparing it with the braking displacement when the brake pad is not worn. Since the brake disc generally does not wear (the wear resistance of the brake disc generally exceeds that of the brake pad), this wear amount is basically the wear amount of the brake pad, so that the wear amount of the brake pad and whether it needs to be replaced can be monitored. In addition, the utility model adds a mechanical shaft, a ball, and a ball seat at the second sleeve, and utilizes the ball to cooperate with the annular groove provided on the second sleeve to prevent the axial movement of the second sleeve in the axial direction. After the ball exits the annular groove, the entire second sleeve and the corresponding brake pad can be pushed toward the brake disc under the action of the mechanical shaft to achieve emergency braking. This design can provide emergency braking when the transmission structure of the motor and the motor to the brake pad fails, thereby improving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1-Figure 2 It is a structural diagram of the utility model;

[0021] Figure 3 This is a cross-sectional view of the present invention at the center plane where the axis of the brake disc 100 is located;

[0022] Figure 4 This is a cross-sectional view of the present invention at the center plane where the axis of the mechanical shaft 450 is located;

[0023] Figure 5This is a cross-sectional view of the present invention at another center plane where the axis of the mechanical shaft 450 is located;

[0024] Figure 6 This is a schematic diagram of the structure of the present invention after the brake disc 100 is removed;

[0025] Figure 7 This is a schematic diagram of the structure of the present invention after removing the brake disc 100, the first housing 210, and the second housing 310;

[0026] Figure 8-Figure 9 is a partial structural diagram of the first brake part 200;

[0027] Figure 10-12 is a structural diagram of the second brake part 300;

[0028] Figure 13-15 It is a structural diagram of the mechanical shaft 450, the screw nut 440, the ball seat 820, and the unlocking seat 840. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0030] See also Figures 1-15 The brake device of this embodiment includes a brake disc 100, a first brake part 200, and a second brake part 300. The brake disc 100, the first brake part 200, and the second brake part 300 are all directly or indirectly mounted on the vehicle frame. The specific mounting method can directly adopt the existing vehicle brake mounting structure. That is, the two brake parts are equivalent to brake calipers and are thus mounted on the vehicle frame, while the brake disc is mounted on the wheel hub to achieve braking of the tire.

[0031] The first brake part 200 includes a first shell 210 and a brake module. The brake module includes a brake pad 720, a brake seat 710, a pressure sensor 610, a connector 430, a screw 420, a first screw sleeve 410, and a mounting seat 810. The mounting seat 810 is fixed to the first shell 210, and a mounting seat groove 811 is provided on the mounting seat 810, which engages and slides with the brake seat 710, and the brake seat 710 is installed in the mounting seat groove 811.

[0032] The brake pad 720 is installed on the brake seat 710, and the side of the brake seat 710 away from the brake pad 720 is assembled and fixed to the housing of the pressure sensor 610. The input end of the pressure sensor 610 is assembled and fixed to the connector 430. The connector 430 is assembled and fixed on one end of the screw 420. The other end of the screw 420 is installed in the first screw sleeve 410 and is assembled with it through a thread.

[0033] The first screw sleeve 410 is installed in the first shell 210 so that it can rotate circumferentially but cannot move axially. Specifically, the first screw sleeve 410 is installed on the first partition plate 221 and the first partition plate 222 so that it can rotate circumferentially but cannot move axially. The first partition plate 221 and the first partition plate 222 are respectively installed and fixed in the first shell 210.

[0034] A first gear 510 is installed on the first screw sleeve 410, the first gear 510 is engaged with the second gear 520 for transmission, the second gear 520 is engaged with the third gear 530 for transmission, the third gear 530 is installed on the motor shaft 621, the motor shaft 621 is installed in the motor 620, and the motor 620 is installed in the mounting seat 810; the second gear 520 is installed on the first partition plate 221 and the first partition plate 222 in a circularly rotatable manner through the gear shaft 521.

[0035] The second brake part 300 includes a second shell 310 and another brake module. The second shell 310 is fixed with a second No. 1 partition 321, a second No. 2 partition 322, and a second No. 3 partition 323. The difference between this brake module and the brake module installed in the first brake part 200 is that the first screw sleeve 410 is replaced by the second screw sleeve 440, and the gear shaft 521 is rotatably installed on the second No. 1 partition 321 and the second No. 2 partition 322; the second screw sleeve 440 is respectively fixed with the second No. 1 partition 321 and the second No. 2 partition 322. The second partition plate 321, the second partition plate 322, and the second partition plate 323 can be assembled in a circular rotation and can be axially moved. The second screw sleeve 440 is also provided with an annular groove 441 and an end bearing 442. The shaft ring of the end bearing 442 is assembled with the second screw sleeve 440, and the end face of the seat ring is tightly attached to the second partition plate 321, thereby limiting the maximum displacement of the second screw sleeve 440 toward the second partition plate 323 and reducing the friction between the second screw sleeve 440 and the end face of the second partition plate 323 when rotating.

[0036] A lock frame 330 is installed on the second No. 2 partition 322, and at least one ball seat 820 is snap-fitted and slidably installed on the inner side of the lock frame 330. A plurality of balls 830 are spherically rolled installed on the inner side of the ball seat 820. The ball seat 820 is also assembled and fixed to one end of the seat rod 821. The other end of the seat rod 821 is fitted with a lock seat spring 350, passes through the lock frame 330, and is assembled and fixed to the unlocking block 860. The lock seat spring 350 applies an elastic force to the ball seat 820 to press the second screw sleeve 440; the ball 830 is snap-fitted into the annular groove 441 and can be spherically rolled with it. Due to the cooperation between the ball 830 and the annular groove 441, the second screw sleeve 440 cannot move axially.

[0037] The unlocking block 860 is provided with an unlocking inclined surface 861, which fits with the mating inclined surface 851. The mating inclined surface 851 is provided on the mating block 850, and the mating block 850 is installed on the unlocking seat 840. The unlocking seat 840 is fixed on the mechanical shaft 450. One end of the mechanical shaft 450 is inserted into the second screw sleeve 440 and can be assembled with it in a relative circular rotation. The part of the mechanical shaft 450 located between the lock frame 330 and the unlocking seat 840 is provided with a mechanical spring 340. The mechanical spring 340 applies an elastic force to the unlocking seat 840 to prevent it from moving toward the second screw sleeve 440.

[0038] A push ring 451 is provided on one end of the mechanical shaft 450 close to the second screw sleeve 440. In the initial state, due to the action of the mechanical spring 340, the push ring 451 does not contact the end face of the second screw sleeve 440, and is generally preferably 2-4 mm away from the end face of the second screw sleeve 440.

[0039] During normal use, the motor 610 is started, driving the third gear 530 to rotate. The third gear 530 drives the first gear 510 to rotate through the second gear 520, thereby driving the second screw sleeve 440 and the first screw sleeve 410 to rotate. The second screw sleeve 440 and the first screw sleeve 410 respectively drive the corresponding screw 420 to move axially, thereby driving the corresponding brake pad 720 to move toward the brake disc 100 until it is tightened. The pressure sensor corresponding to each brake pad 720 detects the clamping force, thereby monitoring and controlling the braking force. After braking is completed, the motor 610 reverses, driving the two brake pads 720 to move away from the brake disc and reset. During the braking process, the displacement of the corresponding brake pad 720 can be converted by the number of revolutions of each motor, the transmission ratio of the third gear to the first gear, the size parameters of the second screw sleeve 440 and the corresponding screw 420, and the size parameters of the first screw sleeve 410 and the corresponding screw 420. By comparing this displacement with the displacement of the brake pad 720 when it is not worn, the wear loss between the brake pad 720 and the brake disc 710 can be calculated, thereby realizing the monitoring of the wear loss of the brake pad. Of course, for greater accuracy, it is possible to choose to monitor the displacement under the braking force within the error range (detected by the pressure sensor, the range can be within ±10N). Although the accuracy of this method is not very high, it can meet the needs of the approximate wear and tear of the brake pad and the need for replacement during use.

[0040] When the transmission from the motor to the screw fails and cannot achieve electronic braking, the force and displacement that drives the mechanical shaft 450 to move to the second screw sleeve 440 can be applied by the brake pedal, thereby driving the unlocking seat 840 to squeeze the mechanical spring 340 to move to the second screw sleeve 440. In this process, the matching block 850 moves to the unlocking block 860, thereby squeezing the unlocking block 860 by matching the unlocking inclined surface 861 with the matching inclined surface 851, so that the unlocking block 860 overcomes the elastic force of the lock seat spring 350 and drives the ball seat 820 to move away from the annular groove 441 until the ball 830 exits the annular groove 441. At this time, the second screw sleeve 440 can move axially. Then the mechanical shaft 450 continues to move to the second screw sleeve 440 until the push ring 451 contacts and presses with the end face of the second screw sleeve 440. Then the mechanical shaft 450 pushes the second screw sleeve 440 to move toward the brake disc 100, and finally drives the brake pad 720 to press against the brake disc 100 to achieve mechanical braking. During subsequent maintenance, the second screw sleeve 440 and the ball seat 820 can be manually reset.

[0041] This design can achieve emergency braking when the transmission structure from the motor to the brake pad fails, thereby greatly improving safety. At the same time, when using motor braking, the pressure between the brake pad and the brake disc can be detected by the pressure sensor. This pressure can ensure that the brake pad and the brake disc are pressed tightly to maintain effective braking. Even if the wear between the brake pad and the brake disc causes the brake pad to move according to the original displacement and there is a gap between the brake pad and the brake disc, the feedback pressure is used as the basis during braking, so this gap can be automatically compensated; on the other hand, this pressure can be precisely controlled, and the force required for each brake can be calculated based on the vehicle's speed, load, the relationship between the clamping force of the brake pad and the brake disc and the braking distance, so that the braking force can be detected by the pressure sensor for feedback to achieve precise control. Compared with the traditional hydraulic piston control method, this control method has higher braking accuracy and controllability, and is more in line with the requirements of autonomous driving. Of course, the specific control force can adopt the existing passenger car autonomous driving related solutions. While the braking solution of this embodiment cannot currently be used on passenger cars or commercial vehicles due to existing laws and regulations, it can be used for vehicles with lower safety requirements, such as testing in enclosed spaces, cargo transfer within industrial parks, and automated express delivery vehicles. This embodiment's technical solution, which requires no hydraulic system, boasts a relatively simple structure, low cost, and high braking precision, making it ideal for these vehicles. Furthermore, this embodiment's technical solution represents a potential technology reserve for improving braking safety in autonomous driving in the future.

[0042] In this embodiment, the transmission ratio of the third gear to the first gear can be designed as needed, rather than being limited to transmission through the second gear. Because different braking requirements and different motor parameters will require different torques and speeds to be transmitted to the first gear, the number of intermediate transmission gears and transmission ratios can be adjusted as needed. Of course, these can be achieved through limited experimentation and reasonable improvements to existing technologies.

[0043] In this embodiment, the motor can be a servo motor with a brake function. In the handbrake mode, the motor activates the brake function and the two brake pads and the brake disc clamp the brake. In normal use, the motor's brake is not activated, so that flexible and fast braking can be achieved.

[0044] It should be noted that, unless otherwise specified, the technical or scientific terms used in this application should have the common meanings understood by those skilled in the art to which this application belongs.

[0045] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0046] In addition, the terms "first," "second," etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. In the description of this application, "plurality" means more than two, unless otherwise specifically defined.

[0047] In the present application, a circularly rotatable assembly is a connection assembly that can rotate relatively, such as an assembly through a bearing; a circumferentially rotatable and non-axially movable assembly is an assembly that can rotate relatively but cannot move axially, such as installing shaft clamps on both sides of the shaft and the mounting device to prevent the shaft from moving axially; a circumferentially rotatable and axially movable assembly is a movable assembly, such as an assembly in which the shaft passes through an shaft hole; an assembly that cannot rotate circularly and can move axially can be an assembly using spline grooves or spline fits.

[0048] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0049] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0050] The above description is merely a preferred embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A motor-based braking device, characterized by: It includes a brake disc, a first brake part, and a second brake part. The first brake part includes a first housing and a brake module. The brake module includes a brake pad, a brake seat, a pressure sensor, a connector, a screw, a first screw sleeve, and a mounting seat. The mounting seat is fixed to the first housing, and the mounting seat is provided with a mounting seat groove that engages and slides with the brake seat, and the brake is installed in the mounting seat groove. The brake pad is mounted on the brake seat, and the side of the brake seat away from the brake pad is assembled and fixed to the housing of the pressure sensor. The pressure input end of the pressure sensor is assembled and fixed to the connector, and the connector is assembled and fixed to one end of the screw. The other end of the screw is installed in the first screw sleeve and is screwed together with the screw by means of a thread. The first screw sleeve is mounted in the first housing so as to be rotatable in a circular manner and immovable in an axial manner. A first gear is mounted on the first screw sleeve, and the first gear is driven directly or indirectly by a motor. The second brake part includes a second shell and another brake module, which is installed in the second shell. The difference between this brake module and the brake module installed in the first brake part is that its first screw sleeve is replaced by a second screw sleeve, and the second screw sleeve is installed in the second shell.

2. The brake device according to claim 1, wherein: The first screw sleeve is mounted on the first and second partitions so as to be rotatable in a circumferential manner and immovable in an axial direction. The first and second partitions are respectively mounted and fixed in the first housing. The second outer shell is fixedly installed with the second first partition plate, the second second partition plate and the second third partition plate, and the second screw sleeve is respectively assembled with the second first partition plate, the second second partition plate and the second third partition plate so as to be rotatable in the circle and movable in the axial direction.

3. The brake device according to claim 2, wherein: The first gear is meshed with the second gear for transmission, the second gear is meshed with the third gear for transmission, the third gear is mounted on the motor shaft, the motor shaft is installed in the motor, and the motor is mounted in the mounting seat; the second gear of the first brake part is rotatably mounted on the first partition No. 1 and the first partition No. 2 through the gear shaft; the gear shaft of the second brake part is rotatably mounted on the second partition No. 1 and the second partition No. 2 of the second shell.

4. The brake device according to claim 2, wherein: The second screw sleeve is also provided with an annular groove and an end bearing, the shaft ring of the end bearing is assembled with the second screw sleeve, and the end face of the seat ring is tightly attached to the second No. 1 partition plate; the annular groove is assembled with the ball, so that the second screw sleeve cannot move axially, the ball is installed on the ball seat, and the ball seat is directly or indirectly installed on the second No. 2 partition plate.

5. The brake device according to claim 2, wherein: A lock frame is installed on the second No. 2 partition plate, and at least one ball seat is clamped and slidably installed on the inner side of the lock frame. A plurality of balls are installed on the inner side of the ball seat in a spherical rolling manner. The ball seat is also assembled and fixed to one end of the seat rod. The other end of the seat rod is fitted with a lock seat spring, passes through the lock frame, and is assembled and fixed to the unlocking block. The lock seat spring applies an elastic force to the ball seat to press the second screw sleeve, and the ball is clamped in the ring groove and can be spherically rolled with it.

6. The brake device according to claim 5, wherein: The unlocking block is provided with an unlocking inclined surface, which fits into the mating inclined surface. The mating inclined surface is provided on the mating block, which is installed on the unlocking seat. The unlocking seat is fixed on the mechanical shaft. One end of the mechanical shaft is inserted into the second screw sleeve and can be assembled with it for relative rotation. A mechanical spring is provided on the part of the mechanical shaft located between the lock frame and the unlocking seat. The mechanical spring applies an elastic force to the unlocking seat to prevent it from moving toward the second screw sleeve.

7. The brake device according to claim 6, wherein: A push ring is provided on one end of the mechanical shaft close to the second screw sleeve. In an initial state, the push ring does not contact the end surface of the second screw sleeve due to the action of the mechanical spring.

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