Electromechanical brake actuator with controllable torque

Abstract

This application provides an electromechanical braking actuator with controllable torque, relating to the field of electromechanical braking technology for rail transit. It includes a housing, and an electronic control module, a magnetic coupling torque adjustment module, and a braking execution module disposed within the housing. The electronic control module is electrically connected to the magnetic coupling torque adjustment module and generates control commands based on received target braking force or target torque commands, sending the control commands to the magnetic coupling torque adjustment module. The magnetic coupling torque adjustment module employs a contactless magnetic coupling torque transmission method, adjusting the output torque according to the control commands and outputting the adjusted torque to the braking execution module. The braking execution module is drive-connected to the magnetic coupling torque adjustment module and converts the adjusted torque into braking force. This application achieves contactless transmission and parameterized precise control of braking force, significantly improving adjustment accuracy, response speed, reliability, and environmental adaptability, while also meeting the requirements of low power consumption, maintenance-free operation, and fail-safe operation.

Description

Technical Field

[0001] This application relates to the field of electromechanical braking technology for rail transit, and in particular to an electromechanical braking actuator with controllable torque. Background Technology

[0002] With the continuous development of rail transit braking technology towards electrification, intelligence, and lightweighting, the metro EMB (Electro-Mechanical Brake) system has become an important development direction for rail transit braking technology. As the core component of the EMB system for outputting braking force, the performance of the electric brake actuator directly affects the train's braking response speed, braking force control accuracy, operational reliability, and safety assurance capabilities. Currently, most mainstream metro EMB electric brake actuator solutions employ direct motor drive combined with mechanical transmission components such as gears, lead screws, and connecting rods to transmit torque and output braking force. While some solutions introduce magnetic couplings, most still use a split-type conventional magnetic coupling structure. Existing solutions still have significant shortcomings in terms of structural form, control method, installation adaptability, and safety redundancy.

[0003] On the one hand, existing direct-drive motor-driven actuators with mechanical transmission typically rely on contact-type mechanical transmission chains such as gears, lead screws, and connecting rods to transmit torque. In the complex operating environment of subway wheels, characterized by high vibration, dust, and large temperature variations, these mechanical components are prone to wear, jamming, and increased transmission clearances. This affects the stability and accuracy of braking force output, leading to larger braking force adjustment errors and higher maintenance frequency, making it difficult to meet the high reliability and low maintenance requirements of rail transit systems. On the other hand, existing magnetic coupling solutions are mostly fixed torque transmission structures. The few adjustable solutions typically only use single excitation adjustment or single air gap adjustment methods. They generally suffer from narrow torque adjustment ranges, poor linearity, and insufficient parametric control capabilities, making it difficult to achieve precise torque adjustment and operating condition adaptation based on TCMS (Train Control and Management System) commands.

[0004] Furthermore, most existing magnetic couplings and brake actuators adopt a split design, resulting in large overall axial and radial dimensions. This is unfavorable for installation in the confined space around subway wheels. The split design also leads to complex wiring and insufficient electromagnetic interference resistance, making it difficult to meet the requirements of subway vehicles for high integration, miniaturization, and rapid response. Meanwhile, existing solutions generally lack a robust closed-loop control and feedback mechanism. They typically cannot simultaneously establish a multi-parameter coordinated closed-loop adjustment relationship between torque, air gap, and braking force, resulting in poor linear mapping between braking force and torque. This also makes it difficult to achieve efficient coordinated control with train anti-skid and anti-wheel-drive systems. Regarding communication compatibility, some existing actuators still rely primarily on simple local control methods, which are incompatible with dedicated rail transit buses such as MVB (Multifunction Vehicle Bus) and CAN FD (Controller Area Network with Flexible Data-Rate), resulting in low levels of intelligence and networking.

[0005] Furthermore, existing electric braking actuators also have shortcomings in functional safety design. They typically lack fail-safe modules and lack effective emergency braking, backup power supply, and fault alarm reporting mechanisms when abnormal operating conditions such as power failure, communication interruption, or abnormal torque occur. This makes it difficult to meet the requirements of rail transit for high-safety-level braking systems (ASIL-B, Automotive Safety Integrity Level B), and poses certain operational safety hazards.

[0006] This section is intended to provide background or context for the embodiments of the invention set forth in the claims. The description herein is not an admission that it is prior art simply because it is included in this section. Summary of the Invention

[0007] To address the problems in the existing technology, this application provides an electromechanical braking actuator with controllable torque, which can solve the problems of mechanical transmission wear and jamming, low torque adjustment accuracy, insufficient integration, slow response, and insufficient safety redundancy of the metro EMB electric braking actuator under rail transit conditions such as high vibration, high dust, and confined installation space.

[0008] In one aspect, the present invention provides an electromechanical braking actuator with controllable torque, comprising: a housing, and an electronic control module, a magnetic coupling torque adjustment module, and a braking execution module disposed within the housing; The electronic control module is electrically connected to the magnetic coupling torque adjustment module, and is used to generate control commands based on the received target braking force or target torque command and send the control commands to the magnetic coupling torque adjustment module. The magnetic coupling torque adjustment module adopts a non-contact magnetic coupling torque transmission method to adjust the output torque according to the control command and transmit the adjusted torque to the braking execution module. The braking execution module is connected to the magnetic coupling torque adjustment module for converting the output torque into braking force.

[0009] Furthermore, the electronic control module includes: a core controller, a bus communication unit, a power management unit, and a drive unit; The bus communication unit is used to receive the target braking force or target torque command and upload the operating parameters and fault information of the electromechanical braking actuator; The core controller is used to generate control signals according to the target braking force or target torque command; The power management unit is used for power management of each component; The drive unit is used to drive and control the magnetic coupling torque adjustment module according to the control signal.

[0010] Furthermore, the magnetic coupling torque adjustment module includes: a permanent magnet rotor, an electromagnetic excitation stator, an isolation sleeve, and an axial air gap adjustment mechanism; The permanent magnet rotor is coaxially connected to the drive shaft of the braking execution module, and the electromagnetic excitation stator is fixedly installed inside the housing; The axial air gap adjustment mechanism is used to adjust the air gap between the permanent magnet rotor and the electromagnetic excitation stator. The electromagnetic excitation stator and the axial air gap adjustment mechanism adjust the excitation magnetic field strength and / or the size of the air gap according to the control command to adjust the magnetic coupling torque transmission state, and transmit the adjusted torque to the drive shaft through the permanent magnet rotor; The isolation sleeve is used to seal and isolate the permanent magnet rotor from the electromagnetic excitation stator.

[0011] Furthermore, the axial air gap adjustment mechanism includes: a stepper motor and a ball screw; The stepper motor drives the ball screw to adjust the size of the air gap.

[0012] Furthermore, the braking actuation module includes: a drive shaft, a brake caliper, a guide assembly, and a friction pad assembly; The drive shaft is connected to the magnetic coupling torque adjustment module and is used to receive the adjusted torque to drive the brake caliper. Driven by the drive shaft and guided by the guide assembly, the brake caliper drives the friction pad assembly to contact the vehicle brake disc, thereby generating braking force.

[0013] Furthermore, it also includes: pressure sensor, torque sensor and air gap position sensor; The pressure sensor is used to detect the pressure information corresponding to the braking force; The torque sensor is used to detect torque information; The air gap position sensor is used to detect the air gap position information between the permanent magnet rotor and the electromagnetic excitation stator of the magnetic coupling torque adjustment module. The pressure sensor, the torque sensor, and the air gap position sensor are respectively connected to the electronic control module, so that the electronic control module can form a closed-loop feedback control of braking force, torque, and air gap based on pressure information, torque information, and air gap position information.

[0014] Furthermore, the electronic control module also includes: a fault detection unit; The fault detection unit is used to detect the power supply status, communication status, and torque status of the electromechanical braking actuator.

[0015] Furthermore, it also includes: electromagnetic brakes and backup excitation power supply; The backup excitation power supply is used to provide backup power when the fault detection unit detects an abnormality. The electromagnetic brake is used to apply brakes to the drive shaft of the braking execution module when the fault detection unit detects an abnormality, in order to provide emergency braking force.

[0016] Furthermore, the bus communication unit is compatible with MVB bus and / or CAN FD bus.

[0017] Furthermore, it also includes: flanges and shaft positioning assemblies; The flange is located on the outside of the housing and is used to mount the electromechanical brake actuator to the vehicle bogie. The shaft positioning assembly is disposed within the housing and is used to position and support the rotating components in the magnetic coupling torque adjustment module and the braking execution module.

[0018] This invention integrates an electromagnetic-permanent magnet composite adjustable magnetic coupling with a braking actuator, combining core technologies such as air gap-excitation dual control, triple closed-loop feedback, rail transit bus communication, and fault-safe redundancy. Compared with existing subway EMB electric braking actuators, it has the following advantages: First, this invention abandons the traditional mechanical transmission structure and adopts an electromagnetic-permanent magnet composite magnetic circuit to achieve contactless torque transmission, thereby avoiding problems such as mechanical wear, jamming, and increased transmission gaps. The torque transmission efficiency can reach ≥98%, and no disassembly and maintenance are required throughout the entire life cycle of the subway vehicle, significantly improving the reliability and service life of the equipment and reducing the operation and maintenance costs of rail transit. This invention does not rely directly on power output for precise control, but first performs coarse adjustment of the power, and then controls the maximum transmittable torque through a coupling. This achieves precise application and rapid adjustment of braking force while avoiding problems such as mechanism lock-up or brake seizure caused by excessive torque application.

[0019] Secondly, this invention employs a dual-control adjustment method of air gap and excitation, which can achieve 80~250N. Wide-range torque adjustment with a torque adjustment step size ≤ 0.1N. The braking force control accuracy can reach ±1%, and the torque-braking force linearity is ≥99%, which is significantly better than existing products and can meet the requirements of the subway EMB system for precise control of braking force.

[0020] Furthermore, this invention adopts an integrated embedded design with an overall outer diameter of ≤90mm and a length of ≤110mm, which can adapt to the narrow installation space on the side of the subway wheel. It can be precisely matched with the B14 mounting flange for rail transit and the bogie. The built-in shielded wire harness reduces electromagnetic interference. The braking response time is ≤25ms and the emergency braking response time is ≤15ms, thereby meeting the rapid response requirements of subway emergency braking.

[0021] Furthermore, this invention is equipped with a dual-mode bus communication unit of MVB (Multifunction Vehicle Bus) / CAN FD (Controller Area Network with Flexible Data-Rate), which can achieve bidirectional communication with the train TCMS (Train Control and Management System), support remote parameterized control of braking force, and upload real-time operating data such as torque, air gap, and braking force to the vehicle control system. At the same time, it works in conjunction with the anti-skid / free-slip system, improving the intelligence level of the braking system.

[0022] Furthermore, this invention can realize power failure braking, backup excitation power supply, multi-parameter fault detection and reporting, and the functional safety level meets the requirements of ASIL-B (Automotive Safety Integrity Level B) for rail transit. When power failure, communication interruption or abnormal torque occurs, emergency braking can be triggered immediately and basic braking force can be guaranteed, thereby improving braking safety.

[0023] Furthermore, by optimizing the low-power power management strategy, this invention ensures that the power consumption during parking braking is ≤5W, which can effectively prevent the train battery from running out of power. It adopts a lightweight aluminum alloy housing, which reduces the weight by 30% compared to the traditional cast iron actuator, and the contactless torque transmission saves 15%~20% more energy than mechanical transmission, thus taking into account both energy saving and the requirements for lightweighting the entire vehicle.

[0024] In addition, the invention adopts a sealed cavity design with an IP67 protection level, which can withstand a wide temperature range of -40~120℃ and 12g high-frequency vibration. It has dust resistance and salt spray resistance capabilities, and can adapt to harsh working conditions such as high vibration, high dust and large temperature difference at the subway wheel side. It can operate stably in different regions and different operating environments.

[0025] Finally, because the present invention adopts an integrated design, it only needs to be fixed to the bogie via a special flange during on-site installation, without the need for complicated separate wiring and debugging, thereby significantly shortening the assembly and maintenance time of subway vehicles and improving the assembly efficiency of rail transit equipment. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This is a schematic block diagram of the first structure of the electromechanical braking actuator with controllable torque provided in an embodiment of the present invention; Figure 2 This is a schematic block diagram of the second structure of the electromechanical braking actuator with controllable torque provided in the embodiment of the present invention. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0028] It should be noted that the terms "comprising" and "having" and any variations thereof in the specification, claims and accompanying drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products or devices.

[0029] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] This invention relates to the field of electromechanical braking (EMB) technology for rail transit, specifically to a metro EMB electric braking actuator integrating an electromagnetically adjustable magnetic coupling. It is applicable to electric braking and parking braking scenarios of wheel sides and bogies of metro type A / B vehicles, and belongs to the field of core components of rail transit braking systems.

[0031] This invention aims to provide an electric braking actuator suitable for metro EMB systems. By integrating an electromagnetic-permanent magnet composite adjustable magnetic coupling with the braking actuator, and combining technologies such as air gap-excitation dual-control torque adjustment, rail transit bus closed-loop control, contactless torque transmission, and fault-safe redundancy, it solves the technical problems of existing metro EMB electric braking actuators, such as low adjustment accuracy, high mechanical wear, insufficient integration, slow response speed, and low safety level. This achieves contactless, parameterized, precise, and rapid control of braking force, while meeting the requirements of complex operating conditions such as narrow installation space at metro wheel edges, high vibration, and wide temperature range, as well as the design requirements of SIL4 functional safety level, maintenance-free operation, and low power consumption.

[0032] To this end, the present invention adopts an integrated solution of "magnetic coupling torque adjustment core + braking actuator + electronic control closed loop + fault safety". It takes the contactless torque transmission of electromagnetic-permanent magnet composite magnetic circuit and the dual control torque adjustment of air gap-excitation as the core, and combines it with the feedback of three sensors of torque, air gap and braking force, rail transit dedicated bus communication, low power consumption power management and fault safety redundancy mechanism to form a complete electric braking execution solution. Through the coordinated cooperation of each module, the precise control of braking force and the high reliability of the system can be achieved.

[0033] Figure 1 This is a schematic block diagram of the first structure of an electromechanical braking actuator with controllable torque provided in an embodiment of the present invention, as shown below. Figure 1 As shown, in one embodiment of the present invention, the electromechanical braking actuator with controllable torque of the present invention includes: a housing 100, and an electronic control module 130, a magnetic coupling torque adjustment module 120 and a braking actuator 110 disposed within the housing 100; The electronic control module 130 is electrically connected to the magnetic coupling torque adjustment module 120, and is used to generate control commands according to the received target braking force or target torque commands and send the control commands to the magnetic coupling torque adjustment module 120. The magnetic coupling torque adjustment module 120 adopts a non-contact magnetic coupling torque transmission method to adjust the output torque according to the control command and transmit the adjusted torque to the braking execution module 110. The braking execution module 110 is connected to the magnetic coupling torque adjustment module 120 for converting the adjusted torque into braking force.

[0034] Specifically, an electronic control module 130, a magnetic coupling torque adjustment module 120, and a braking execution module 110 are integrated inside the housing 100 to form a compact braking execution unit. The electronic control module 130 receives externally input target braking force or target torque commands, generates corresponding control commands based on these commands, and then sends the control commands to the magnetic coupling torque adjustment module 120. The magnetic coupling torque adjustment module 120 uses a non-contact magnetic coupling torque transmission method to adjust the output torque under the action of the control commands and transmits the adjusted torque to the braking execution module 110. The braking execution module 110 and the magnetic coupling torque adjustment module 120 form a transmission relationship to convert the adjusted torque into the corresponding braking force, thereby realizing braking output. Through this structural configuration, the wear problems of traditional contact transmission can be avoided while achieving adjustable control of the braking force, and it is beneficial to improve braking response speed, adjustment accuracy, and overall operational reliability.

[0035] In one embodiment, each module is embedded within an integrated aluminum alloy housing 100. The housing 100 adopts a compact cavity structure with no exposed transmission components or wiring harnesses, resulting in a compact structure that meets the application requirements of limited installation space at the subway wheel edge. The magnetic coupling torque adjustment module 120, as the core torque adjustment and transmission module, includes a permanent magnet rotor, an electromagnetic excitation stator, a stainless steel isolation sleeve, and an axial air gap adjustment mechanism. It employs an electromagnetic-permanent magnet composite magnetic circuit design, achieving contactless torque transmission through the isolation sleeve, and combining the air gap adjustment mechanism with excitation current adjustment to achieve a wide range of precise torque adjustment. The braking execution module 110, as the braking force output module, includes a drive shaft, brake caliper, guide assembly, and friction plate assembly. The guide assembly adopts an oil-free self-lubricating structure to reduce mechanical transmission backlash and improve the linearity of braking force output. The electronic control module 130, as the system control and communication core, includes a dedicated rail transit MCU core controller and MVB / CAN. The system includes an FD dual-mode bus communication unit, a low-power power management unit, and an excitation / stepper motor drive unit, which are used to realize functions such as command reception, torque calculation, regulation control, operation data uploading, and power consumption management; it also includes a power failure electromagnetic brake, a supercapacitor backup excitation power supply, a multi-parameter fault detection unit, and a fault alarm communication interface, which are used to realize power failure emergency braking, backup excitation power supply, real-time fault detection, and fault reporting to the train TCMS system.

[0036] Figure 2 This is a schematic block diagram of the second structure of the electromechanical braking actuator with controllable torque provided in an embodiment of the present invention, as shown below. Figure 2 As shown, in one embodiment of the present invention, the electronic control module 130 includes: a core controller 6, a bus communication unit 7, a power management unit 8, and a drive unit 9; The bus communication unit 7 is used to receive the target braking force or target torque command and upload the operating parameters and fault information of the electromechanical braking actuator; The core controller 6 is used to generate control signals according to the target braking force or target torque command; The power management unit 8 is used to manage the power supply to each component; The drive unit 9 is used to drive and control the magnetic coupling torque adjustment module 120 according to the control signal.

[0037] Specifically, the electronic control module 130 consists of a core controller 6, a bus communication unit 7, a power management unit 8, and a drive unit 9. The bus communication unit 7 establishes an information exchange channel with the external control system, receiving target braking force commands or target torque commands, and transmitting status parameters and fault information of the actuators during operation to enable remote monitoring and coordinated control. The core controller 6 processes and calculates the received commands and generates corresponding control signals. The power management unit 8 handles power distribution, voltage stabilization, and status management for the entire machine, ensuring stable operation of each functional unit under different working conditions. The drive unit 9, based on the control signals output by the core controller 6, drives the magnetically coupled torque adjustment module 120, enabling the torque adjustment action to be executed according to a predetermined control strategy. With this structure, the electronic control module 130 can perform functions such as information reception, control calculation, energy distribution, and drive execution, forming a complete control closed-loop foundation.

[0038] like Figure 2 As shown, in one embodiment of the present invention, the magnetic coupling torque adjustment module 120 includes: a permanent magnet rotor 3, an electromagnetic excitation stator 1, an isolation sleeve 2, and an axial air gap adjustment mechanism. The permanent magnet rotor 3 is coaxially connected to the drive shaft 10 of the brake execution module 110, and the electromagnetic excitation stator 1 is fixedly installed inside the housing 100; The axial air gap adjustment mechanism is used to adjust the air gap between the permanent magnet rotor 3 and the electromagnetic excitation stator 1. The electromagnetic excitation stator 1 and the axial air gap adjustment mechanism adjust the excitation magnetic field strength and / or the size of the air gap according to the control command to adjust the magnetic coupling torque transmission state, and transmit the adjusted torque to the drive shaft 10 through the permanent magnet rotor 3. The isolation sleeve 2 is used to seal and isolate the permanent magnet rotor 3 from the electromagnetic excitation stator 1.

[0039] Specifically, the magnetic coupling torque adjustment module 120 consists of a permanent magnet rotor 3, an electromagnetic excitation stator 1, an isolation sleeve 2, and an axial air gap adjustment mechanism. The permanent magnet rotor 3 is coaxially connected to the drive shaft 10 in the braking execution module 110 to directly transmit the magnetically coupled torque to the subsequent execution components. The electromagnetic excitation stator 1 is installed inside the housing 100 and kept relatively fixed to form a magnetic field coupling with the permanent magnet rotor 3. The axial air gap adjustment mechanism is used to adjust the air gap between the permanent magnet rotor 3 and the electromagnetic excitation stator 1, thereby changing the magnetic coupling conditions between them. The electromagnetic excitation stator 1 can participate in magnetic coupling adjustment by changing the excitation magnetic field strength, and the axial air gap adjustment mechanism can participate in magnetic coupling adjustment by changing the air gap size. After their combined action, they can change the magnetic coupling torque transmission state and transmit the adjusted torque to the drive shaft 10 via the permanent magnet rotor 3. The isolation sleeve 2 is fitted on the electromagnetic excitation stator 1 to achieve sealed isolation between the permanent magnet rotor 3 and the electromagnetic excitation stator 1, thereby improving the environmental protection capability and operational stability inside the module.

[0040] In one embodiment, the positions of the permanent magnet rotor 3 and the electromagnetic excitation stator 1 can be interchanged.

[0041] like Figure 2 As shown, in one embodiment of the present invention, the axial air gap adjustment mechanism includes: a stepper motor 5 and a ball screw 4; The stepper motor 5 drives the ball screw 4 to adjust the size of the air gap.

[0042] Specifically, the axial air gap adjustment mechanism employs a combination of a stepper motor 5 and a ball screw 4. The stepper motor 5 outputs controllable angular displacement, while the ball screw 4 converts this angular displacement into axial linear displacement. By driving the ball screw 4 with the stepper motor 5, the components involved in torque adjustment can generate precise displacement in the axial direction, thereby achieving adjustment of the air gap size. This design provides good resolution and repeatability in the air gap adjustment process, facilitating rapid changes in the magnetic coupling state under different operating conditions according to control requirements. Simultaneously, the ball screw 4 offers high transmission efficiency and smooth operation, making it suitable for scenarios requiring fine adjustment and frequent response.

[0043] like Figure 2 As shown, in one embodiment of the present invention, the braking execution module 110 includes: a drive shaft 10, a brake caliper 11, a guide assembly 12, and a friction pad assembly 13; The drive shaft 10 is connected to the magnetic coupling torque adjustment module 120 and is used to receive the adjusted torque to drive the brake caliper 11. The brake caliper 11, driven by the drive shaft 10 and guided by the guide assembly 12, drives the friction pad assembly 13 to contact the vehicle brake disc to generate braking force.

[0044] Specifically, the braking execution module 110 comprises a drive shaft 10, a brake caliper 11, a guide assembly 12, and a friction pad assembly 13. The drive shaft 10 receives the regulated torque from the magnetic coupling torque adjustment module 120 and converts this torque into a mechanical input to actuate the brake caliper 11. Driven by the drive shaft 10, the brake caliper 11 undergoes displacement or clamping action, while simultaneously moving in a predetermined direction under the constraint and guidance of the guide assembly 12, thereby preventing skewing, jamming, or additional friction. The friction pad assembly 13 contacts the vehicle's brake disc under the action of the brake caliper 11, generating braking force through the interaction between the friction pairs. This structural configuration converts the torque signal into a stable and controllable braking force output, and helps improve the smoothness of the contact process and the consistency of the braking process.

[0045] In one embodiment of the present invention, the electromechanical braking actuator with controllable torque of the present invention further includes: a pressure sensor, a torque sensor and an air gap position sensor; The pressure sensor is used to detect the pressure information corresponding to the braking force; The torque sensor is used to detect torque information; The air gap position sensor is used to detect the air gap position information between the permanent magnet rotor 3 and the electromagnetic excitation stator 1 of the magnetic coupling torque adjustment module 120. The pressure sensor, the torque sensor, and the air gap position sensor are respectively connected to the electronic control module 130, so that the electronic control module 130 forms a closed-loop feedback control of braking force, torque, and air gap based on pressure information, torque information, and air gap position information.

[0046] Specifically, pressure sensors, torque sensors, and air gap position sensors are used to construct a multi-parameter feedback system for the actuator. The pressure sensor, located in the braking execution module 110, collects pressure change information corresponding to the braking force to reflect the actual braking output. The torque sensor, located in the magnetic coupling torque adjustment module 120, collects controlled torque information to reflect the torque output from the torque adjustment module to the braking execution module 110. The air gap position sensor, also located in the magnetic coupling torque adjustment module 120, collects the actual air gap position between the permanent magnet rotor 3 and the electromagnetic excitation stator 1 to reflect the current adjustment state of the magnetic coupling torque adjustment module. After establishing signal connections between the various sensors and the electronic control module 130, the electronic control module 130 can integrate pressure, torque, and air gap position information to make real-time corrections to the control process, forming a closed-loop feedback control mechanism centered on the three parameters of braking force, torque, and air gap. This approach improves the consistency between the output torque and the actual braking force, reduces error accumulation, and enhances the stability and accuracy of the braking process.

[0047] like Figure 2 As shown, in one embodiment of the present invention, the electronic control module 130 further includes: a fault detection unit 14; The fault detection unit 14 is used to detect the power supply status, communication status and torque status of the electromechanical braking actuator.

[0048] Specifically, the electronic control module 130 also includes a fault detection unit 14. The fault detection unit 14 continuously monitors the critical states of the electromechanical braking actuator during operation, including at least three aspects: power supply status, communication status, and torque status. By detecting the power supply status, it can determine whether there are problems such as abnormal voltage, power failure, or unstable power supply in the system; by detecting the communication status, it can determine whether there are interruptions, delays, or communication abnormalities in the external command link and internal signal link; by detecting the torque status, it can determine whether there are abnormal fluctuations, mismatches, or abnormal outputs during torque adjustment and transmission. With the help of the fault detection unit 14, the system can identify risks in a timely manner before abnormal states escalate further, providing a basis for triggering subsequent protection measures.

[0049] like Figure 2 As shown, in one embodiment of the present invention, it further includes: an electromagnetic brake 15 and a backup excitation power supply 16; The backup excitation power supply 16 is used to provide backup power when the fault detection unit 14 detects an abnormality. The electromagnetic brake 15 is used to apply brake braking to the drive shaft 10 of the brake execution module 110 when the fault detection unit 14 detects an abnormality, so as to provide emergency braking force.

[0050] Specifically, the electromagnetic brake 15 and the backup excitation power supply 16 enhance braking safety under abnormal operating conditions. The backup excitation power supply 16 provides emergency power to relevant electrical components after the fault detection unit 14 identifies an abnormal state, thereby maintaining the short-term operational capability of some critical functions and preventing the system from completely losing its control foundation due to sudden failure. The electromagnetic brake 15 applies mechanical braking to the drive shaft 10 after an abnormal state is detected, causing the drive shaft 10 to quickly enter a restricted or locked state to form emergency braking force. Through the cooperation of the backup excitation power supply 16 and the electromagnetic brake 15, a safety protection mechanism can be quickly established when the system is in an abnormal operating state, thereby improving the fail-safe capability of the electromechanical braking actuator in fault conditions.

[0051] In one embodiment of the present invention, the bus communication unit 7 is compatible with MVB bus and / or CAN FD bus.

[0052] Specifically, the bus communication unit 7 is designed to be compatible with MVB bus and / or CAN FD bus. By adopting a communication structure compatible with multiple bus protocols, the electromechanical braking actuator can adapt to different types of rail vehicle control networks, facilitating integration with existing train control systems. The MVB bus is suitable for the stable communication requirements of rail transit environments, while the CAN FD bus can meet the communication requirements of higher data rates and stronger real-time performance. By being compatible with one or more bus types, the versatility and adaptability of the actuator under different vehicle platforms, different control architectures, and different upgrade scenarios can be improved. It also facilitates the reliable transmission of operating parameters, fault information, and control commands.

[0053] In one embodiment of the present invention, the electromechanical braking actuator with controllable torque of the present invention further includes: a flange and a shaft positioning assembly; The flange is located on the outside of the housing 100 and is used to install the electromechanical brake actuator onto the vehicle bogie. The shaft positioning assembly is disposed within the housing 100 and is used to position and support the rotating components in the magnetic coupling torque adjustment module 120 and the brake execution module 110.

[0054] Specifically, the flange is located on the outside of the housing 100 and is mainly used to fix the entire electromechanical brake actuator to the vehicle bogie, thereby establishing an installation interface with the vehicle's mechanical structure. The flange connection ensures stable support of the actuator during operation and facilitates on-site assembly and replacement. The shaft positioning assembly is located inside the housing 100 and is mainly used to position and support the rotating components in the magnetic coupling torque adjustment module 120 and the brake actuator module 110, ensuring the relative positional accuracy of each rotating component after assembly. Using the shaft positioning assembly reduces eccentricity, sway, and additional vibration during transmission, improves the smoothness of torque transmission, and enhances the overall operating accuracy and service life of the machine.

[0055] In one embodiment, the functional modules cooperate with each other at the structural and signal levels. Regarding physical connections, the permanent magnet rotor 3 in the magnetic coupling torque adjustment module 120 and the drive shaft 10 in the braking execution module 110 are coaxially rigidly connected. The electromagnetic excitation stator 1 is fixed to the inner cavity of the housing 100. An isolation sleeve 2 is disposed between the permanent magnet rotor 3 and the electromagnetic excitation stator 1 to form a sealed isolation structure. The electronic control module 130 is installed in the sealed cavity on the side of the housing 100 and establishes an electrical connection with the magnetic coupling torque adjustment module 120 and the braking execution module 110 through a built-in shielded wiring harness. The flange is integrally formed with the housing 100, and the shaft positioning assembly ensures the coaxiality of the assembly between the permanent magnet rotor 3, the drive shaft 10, and the brake caliper 11. The electromagnetic brake 15 is sleeved on the drive shaft 10, and the backup excitation power supply 16 is connected in parallel with the power supply terminal of the electronic control module 130.

[0056] Regarding signal transmission, the train's TCMS system interacts bidirectionally with the bus communication unit 7 in the electronic control module 130 via the MVB / CAN FD bus. The braking system sends target braking force commands or target torque commands to the actuators, which in turn upload real-time operating parameters and fault signals. Simultaneously, the pressure sensor, torque sensor, and air gap position sensor transmit the collected real-time signals to the core controller 6, forming a triple feedback signal encompassing braking force, torque, and air gap parameters. The fault detection unit 14 transmits detected status information such as current anomalies, voltage anomalies, communication anomalies, and torque anomalies to the core controller 6 to trigger corresponding safety protection actions.

[0057] The core working principle of this invention is based on the contactless torque transmission mechanism of the electromagnetic-permanent magnet composite magnetic circuit. Through a dual control method combining axial air gap mechanical adjustment and excitation current electrical adjustment, the torque is precisely adjusted, and further converted into linear braking force output through the braking execution module 110.

[0058] After receiving the target braking force command from the Brake Control Unit (BCU), the core controller 6 calculates the target torque using a built-in linear mapping algorithm for braking force and torque. Based on the mapping relationship between torque, air gap, and excitation current, it controls the air gap adjustment mechanism to adjust the axial air gap between the permanent magnet rotor 3 and the electromagnetic excitation stator 1, while simultaneously adjusting the excitation current of the electromagnetic excitation stator 1 to change the magnetic flux density in the composite magnetic circuit, achieving contactless transmission of the target torque. The adjusted torque is transmitted to the brake caliper 11 via the drive shaft 10, causing the friction pad assembly 13 to contact the wheel brake disc, thereby generating braking force. Real-time parameters collected by sensors are fed back to the core controller 6. When there is a deviation between the actual value and the target value, the core controller 6 corrects the air gap and excitation current in real time to achieve precise control of the braking force. The fail-safe module continuously monitors the operating status during system operation. Once an abnormality is detected, emergency braking is triggered, and fault information is reported to the TCMS system.

[0059] In one embodiment, the technical solution of the present invention is described in detail in conjunction with a wheel-side EMB electric braking scenario for a Type A subway vehicle. In this embodiment, the design specifications of the electromechanical braking actuator include: a torque adjustment range of 80~250N. The overall outer diameter is no more than 90mm, the overall length is no more than 110mm, it adopts the MVB bus protocol, the power supply voltage is DC24V, the protection level reaches IP67, the operating temperature range is -40~120℃, the vibration resistance level meets the requirements of GB / T 21563 CLASS 3, and the functional safety level reaches SIL-4.

[0060] The permanent magnet rotor 3 uses N52 high-performance neodymium iron boron permanent magnets with 8 poles, and is rigidly connected to the drive shaft 10 coaxially, with a rotational accuracy of no more than 0.01mm. The electromagnetic excitation stator 1 is formed by stacking silicon steel sheets and has 12 sets of enameled wire excitation coils embedded inside, with a rated excitation current of 0.5~3A and an excitation voltage of DC24V. The stainless steel isolation sleeve 2 is made of 316L stainless steel with a thickness of 0.5mm, which can ensure effective penetration of the magnetic circuit and achieve sealed isolation between the permanent magnet rotor 3 and the electromagnetic excitation stator 1. The axial air gap adjustment mechanism consists of a 28-type stepper motor 5 and a precision ball screw. The step angle of the stepper motor 5 is 1.8°, the air gap adjustment range is 0.2~2mm, and the adjustment step size is 0.01mm, so as to achieve precise step adjustment of the air gap.

[0061] The drive shaft 10 is made of 40Cr alloy steel and has undergone quenching and tempering treatment. Its diameter is 20mm, and its coaxiality is no greater than 0.02mm. The brake caliper body 11 is forged from aluminum alloy, featuring lightweight construction, and is flexibly connected to the friction pad assembly 13. The guide assembly 12 uses a PTFE oil-free self-lubricating bushing to reduce mechanical transmission clearance, with a guiding accuracy of no more than 0.01mm. The friction pad assembly 13 uses ceramic-based friction pads specifically designed for rail transit, featuring high temperature resistance, wear resistance, and a stable coefficient of friction. The pressure sensor is a miniature piezoresistive type with a range of 0~20kN and an accuracy of ±0.5%. The torque sensor is a non-contact magnetoelectric type with a range of 0~300N. m, with an accuracy of ±0.5%; the air gap position sensor is a laser displacement type, with a range of 0~5mm and an accuracy of ±0.001mm.

[0062] The MCU core controller 6 adopts the STM32H743 industrial-grade rail transit-specific MCU, which has strong anti-interference capabilities and fast processing speed; the bus communication unit 7 adopts the MVB / CAN FD dual-mode communication module, which is compatible with the EN 50155 rail transit communication standard and has a transmission delay of less than 5ms; the power management unit 8 adopts a DC24V to 5V / 12V isolated power supply, which has overcurrent, overvoltage, and undervoltage protection functions, and has a built-in sleep wake-up circuit, enabling the system to automatically enter a low-power mode under parking conditions; the drive unit 9 adopts a MOSFET full-bridge drive circuit, which is used to drive the excitation coil and the stepper motor 5 respectively, and has the characteristics of high adjustment accuracy and fast response speed.

[0063] The integrated housing 100 is made of 6061 aluminum alloy by die casting, with an overall outer diameter of 88mm and a length of 105mm. The inner cavity is sealed and waterproofed. The mounting flange adopts a B14 flange structure specifically for rail transit, which can be precisely matched with the bogie of a metro type A vehicle, with a mounting hole tolerance of no more than 0.02mm. The shaft positioning components use high-precision deep groove ball bearings and elastic retaining rings to ensure the coaxiality and rotational accuracy between the rotating parts.

[0064] The electromagnetic brake 15 is a power-off type DC electromagnetic brake with a rated voltage of DC24V. It can lock the drive shaft 10 instantly in the event of power failure to provide basic braking force. The backup excitation power supply 16 adopts a 10F supercapacitor energy storage form, which can continuously provide excitation current for 10s after power failure to maintain the basic torque of the magnetic circuit. The fault detection unit 14 adopts a multi-channel signal acquisition module, which can monitor the excitation current, air gap value, torque, braking force, power supply voltage and bus communication status in real time.

[0065] In one embodiment, the electromagnetically adjustable magnetic coupling electric brake actuator has completed a 1000-hour bench durability test and a 5000km real-vehicle test on a subway Type A vehicle test line. Test results show that the actuator's braking force adjustment accuracy can reach ±0.8%, and the torque adjustment step is 0.08N. The system exhibits a conventional braking response time of 22ms and an emergency braking response time of 13ms, with all performance indicators exceeding the preset design specifications. After 1000 hours of bench testing, no mechanical wear was observed, and the torque transmission efficiency remained above 98%, indicating that it meets the requirements for maintenance-free operation. During environmental adaptability tests at -40℃, 120℃, and 12g vibration conditions, the system operated stably without failure, and its IP67 protection level was verified. In fault simulation tests, when power supply was manually cut off or bus communication was interrupted, the system triggered a fail-safe mode within 5ms, the electromagnetic brake 15 operated reliably, and the backup excitation power supply 16 was able to operate normally, verifying that its functional safety level reaches SIL-4. Compared with traditional direct-drive motor braking actuators, this embodiment reduces the overall weight by 32%, reduces operating energy consumption by 18%, and can seamlessly coordinate with the train anti-skid / free-slip system, thereby further improving the safety and intelligence level of the train braking system.

[0066] In one embodiment, the specific working process of the present invention can be divided into conventional braking condition, parking braking condition, and fail-safe braking condition. Under different conditions, the modules cooperate with each other to achieve the corresponding braking function.

[0067] Under normal braking conditions, the train's TCMS system sends a target braking force command, such as 10kN, to the bus communication unit 7 via the MVB bus according to braking requirements. The bus communication unit 7 transmits this command to the MCU core controller 6, which uses a built-in braking force-torque linear mapping algorithm to calculate the target braking force into a corresponding target torque, such as 150N. The target air gap value and target excitation current are further determined by combining the pre-stored torque-air gap-excitation current mapping relationship, for example, the target air gap value is 1mm and the target excitation current is 2A. Subsequently, the core controller 6 sends a control signal to the drive unit 9, which drives the stepper motor 5 to drive the axial air gap adjustment mechanism to adjust the axial air gap between the permanent magnet rotor 3 and the electromagnetic excitation stator 1 to the target value. At the same time, the excitation coil is controlled to pass the corresponding excitation current to form an electromagnetic-permanent magnet composite magnetic circuit. Under the action of this composite magnetic circuit, the permanent magnet rotor 3 realizes torque transmission in a contactless manner and transmits the torque to the drive shaft 10, with a torque transmission efficiency of over 98%. The drive shaft 10 further drives the brake caliper 11 to move along the guide assembly 12 towards the wheel brake disc, pushing the friction pad assembly 13 to contact the brake disc, thereby generating the target braking force. At the same time, the pressure sensor, torque sensor and air gap position sensor collect the braking force, torque and air gap parameters in real time and feed the detection results back to the MCU core controller 6. The core controller 6 compares the actual detected value with the target value. When the deviation exceeds the preset threshold, such as 0.5%, it corrects the air gap value and excitation current in real time until the actual output matches the target requirement, thereby achieving precise closed-loop control of braking force.

[0068] Under fail-safe braking conditions, the fault detection unit 14 continuously monitors the excitation current, air gap value, torque, braking force, power supply voltage, and bus communication status in real time. When a power supply failure, bus communication interruption, torque deviation exceeding a preset range (e.g., 5%), or abnormal air gap offset is detected, the fault detection unit 14 immediately transmits the fault signal to the MCU core controller 6, which then triggers the fail-safe mode. In this mode, the electromagnetic brake 15 quickly actuates and locks the drive shaft 10 to rapidly establish basic braking force and prevent braking failure; simultaneously, the supercapacitor backup excitation power supply 16 immediately supplies power to the excitation coil to maintain the basic torque of the magnetic circuit and ensure the necessary stability of the braking process; the bus communication unit 7 sends a fault alarm signal to the train TCMS system through the backup communication channel. The alarm content may include information such as the fault type and fault location, so that personnel can locate and repair it in a timely manner. Before the fault is cleared, the system remains in manual emergency braking mode and stops the remote parameterized adjustment function, thereby ensuring braking safety under abnormal conditions.

[0069] In one embodiment, for different subway models and different operating conditions, without changing the core technical solution of the present invention, some structural forms and parameter configurations can be replaced or adjusted, and the purpose of the present invention can still be achieved.

[0070] For example, regarding the bus protocol, the above embodiment uses the MVB bus; when applied to a metro type B vehicle using the CAN FD bus, only the communication module in the bus communication unit 7 needs to be replaced, while the remaining structure and parameters can remain unchanged, thus achieving adaptation to different bus protocols. Regarding the torque range, for applications with lower torque requirements, such as light rail or metro type B vehicles, the number of magnetic poles of the permanent magnet rotor 3 can be reduced, the number of excitation coil groups of the electromagnetic excitation stator 1 can be adjusted, and the air gap adjustment range can be narrowed to meet the precise adjustment requirements within a smaller torque range without changing the overall structural principle. Regarding the air gap adjustment mechanism, the above embodiment uses an adjustment method combining a stepper motor 5 and a ball screw; for applications with high cost control requirements, an electromagnetic push rod type air gap adjustment mechanism can also be used to directly drive the permanent magnet rotor 3 to move axially, thereby simplifying the structure, reducing costs, and meeting the corresponding adjustment accuracy requirements.

[0071] Furthermore, regarding sensor configuration, the above embodiments employ laser-type air gap position sensors. For extreme conditions such as high vibration at the metro wheel edges, these sensors can be replaced with Hall effect position sensors to improve vibration resistance and reduce costs, while ensuring measurement accuracy meets application requirements. In terms of material selection, for high-salt-spray environments such as coastal metro systems, the integrated housing 100 can be replaced with stainless steel for enhanced corrosion resistance, and the isolation sleeve 2 can be replaced with titanium alloy to improve the equipment's durability in corrosive environments. Regarding the installation structure, the mounting flanges can also be replaced according to the bogie installation requirements of different metro models. For example, a B14 flange can be replaced with standard rail transit flanges such as B5 or B3. Simply adjusting the flange's hole positions and dimensions allows for compatibility with different bogie structures.

[0072] Therefore, it is evident that substitutions or adjustments made to the bus protocol, torque range, air gap adjustment mechanism, sensor type, structural material, and mounting flange, without departing from the core concept of this invention, are all conventional variations that can be implemented by those skilled in the art without creative effort. These alternative embodiments can also achieve the inventive objective of this invention and solve the technical problems existing in the prior art; therefore, they should all fall within the protection scope of this invention.

[0073] This application provides an electromechanical braking actuator with controllable torque, comprising: a housing, and an electronic control module, a magnetic coupling torque adjustment module, and a braking execution module disposed within the housing; the electronic control module is electrically connected to the magnetic coupling torque adjustment module, and is used to generate control commands based on received target braking force or target torque commands and send the control commands to the magnetic coupling torque adjustment module; the magnetic coupling torque adjustment module adopts a non-contact magnetic coupling torque transmission method, and is used to adjust the output torque according to the control commands and transmit the adjusted torque to the braking execution module; the braking execution module is drively connected to the magnetic coupling torque adjustment module, and is used to convert the adjusted torque into braking force. The electromechanical braking actuator with controllable torque provided by this application achieves non-contact transmission and parameterized precise control of braking force, significantly improving adjustment accuracy, response speed, reliability, and environmental adaptability, while also taking into account low power consumption, maintenance-free operation, and fail-safe requirements.

[0074] In the description of this specification, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0075] The terms "an embodiment," "a specific embodiment," "some embodiments," "for example," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. The order of steps involved in the various embodiments is used to illustrate the implementation of this application, and the order of steps is not limited and may be adjusted appropriately as needed.

[0076] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art will understand the specific meaning of the above terms in this application based on the specific circumstances.

[0077] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above descriptions are merely specific embodiments of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. An electromechanical brake actuator with controllable torque, characterized by Includes: a housing, and an electronic control module, a magnetic coupling torque adjustment module, and a braking execution module disposed within the housing; The electronic control module is electrically connected to the magnetic coupling torque adjustment module, and is used to generate control commands based on the received target braking force or target torque command and send the control commands to the magnetic coupling torque adjustment module. The magnetic coupling torque adjustment module adopts a non-contact magnetic coupling torque transmission method to adjust the output torque according to the control command and transmit the adjusted torque to the braking execution module. The braking execution module is connected to the magnetic coupling torque adjustment module for converting the adjusted torque into braking force.

2. The electromechanical braking actuator with controllable torque according to claim 1, characterized in that, The electronic control module includes: a core controller, a bus communication unit, a power management unit, and a drive unit; The bus communication unit is used to receive the target braking force or target torque command and upload the operating parameters and fault information of the electromechanical braking actuator; The core controller is used to generate control signals according to the target braking force or target torque command; The power management unit is used for power management of each component; The drive unit is used to drive and control the magnetic coupling torque adjustment module according to the control signal.

3. An electromechanical brake actuator with controllable torque according to claim 1, characterized in that The magnetic coupling torque adjustment module includes: a permanent magnet rotor, an electromagnetic excitation stator, an isolation sleeve, and an axial air gap adjustment mechanism. The permanent magnet rotor is coaxially connected to the drive shaft of the braking execution module, and the electromagnetic excitation stator is fixedly installed inside the housing; The axial air gap adjustment mechanism is used to adjust the air gap between the permanent magnet rotor and the electromagnetic excitation stator. The electromagnetic excitation stator and the axial air gap adjustment mechanism adjust the excitation magnetic field strength and / or the size of the air gap according to the control command to adjust the magnetic coupling torque transmission state, and transmit the adjusted torque to the drive shaft through the permanent magnet rotor; The isolation sleeve is used to seal and isolate the permanent magnet rotor from the electromagnetic excitation stator.

4. An electromechanical brake actuator with controllable torque according to claim 3, characterized in that The axial air gap adjustment mechanism includes: a stepper motor and a ball screw; The stepper motor drives the ball screw to adjust the size of the air gap.

5. An electromechanical brake actuator with controllable torque according to claim 1, characterized in that The braking execution module includes: a drive shaft, a brake caliper, a guide assembly, and a friction pad assembly; The drive shaft is connected to the magnetic coupling torque adjustment module and is used to receive the adjusted torque to drive the brake caliper. Driven by the drive shaft and guided by the guide assembly, the brake caliper drives the friction pad assembly to contact the vehicle brake disc, thereby generating braking force.

6. An electromechanical brake actuator with controllable torque according to claim 1, characterized in that Also includes: Pressure sensor, torque sensor and air gap position sensor; The pressure sensor is used to detect the pressure information corresponding to the braking force; The torque sensor is used to detect torque information; The air gap position sensor is used to detect the air gap position information between the permanent magnet rotor and the electromagnetic excitation stator of the magnetic coupling torque adjustment module. The pressure sensor, the torque sensor, and the air gap position sensor are respectively connected to the electronic control module, so that the electronic control module can form a closed-loop feedback control of braking force, torque, and air gap based on pressure information, torque information, and air gap position information.

7. An electromechanical brake actuator with controllable torque according to claim 2, characterized in that The electronic control module further includes: a fault detection unit; The fault detection unit is used to detect the power supply status, communication status, and torque status of the electromechanical braking actuator.

8. An electromechanical brake actuator with controllable torque according to claim 7, characterized in that Also includes: Electromagnetic brake and backup excitation power supply; The backup excitation power supply is used to provide backup power when the fault detection unit detects an abnormality. The electromagnetic brake is used to apply brakes to the drive shaft of the braking execution module when the fault detection unit detects an abnormality, in order to provide emergency braking force.

9. An electromechanical brake actuator with controllable torque according to claim 2, characterized in that The bus communication unit is compatible with MVB bus and / or CAN FD bus.

10. The electromechanical braking actuator with controllable torque according to claim 1, characterized in that, Also includes: Flange and shaft positioning components; The flange is located on the outside of the housing and is used to mount the electromechanical brake actuator to the vehicle bogie. The shaft positioning assembly is disposed within the housing and is used to position and support the rotating components in the magnetic coupling torque adjustment module and the braking execution module.

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