Redundant electromechanical brake system and actuator therefor

Abstract

The invention relates to an electromechanical brake system for a vehicle, having at least one first actuator, at least one first and second energy supply device, wherein one of the energy supply devices is assigned to the first actuator as a primary source for supplying electrical energy and the first actuator has a connection to this primary source. The first actuator additionally has a connection to an energy supply device assigned to the first actuator as a secondary source for supplying the first actuator with electrical energy from the primary source. The invention relates to an actuator having primary and secondary energy reception devices for connection to energy supply devices, respectively. The invention relates to a vehicle, trailer or commercial vehicle combination having a brake system of this type and / or an actuator of this type.

Description

Technical Field

[0001] This invention relates to an electromechanical braking system for a vehicle, comprising at least one first actuator and at least one first energy supply device, wherein one of the energy supply devices is assigned to the first actuator as a primary source for supplying electrical energy, and the first actuator has a connection portion with the energy supply device assigned as the primary source. Furthermore, this invention relates to an actuator for an electromechanical braking system, particularly an electromechanical braking device, having an energy receiving device for attachment to the energy supply device. Additionally, this invention relates to a vehicle, trailer, or commercial vehicle assembly having this type of braking system and / or this type of actuator. Background Technology

[0002] Vehicles equipped with electromechanical braking systems have, for example, multiple electromechanical braking devices as actuators, which are grouped together and powered by different energy supply devices for operation. For example, a braking device fixed to the front axle of the vehicle is powered by a first energy supply device, while a braking device fixed to the rear axle of the vehicle is powered by a second energy supply device.

[0003] If the energy supply to at least one of the braking devices fails, for example due to a broken cable in the distribution network of the assigned energy supply devices, that braking device can no longer be used for braking. This reduces the braking power of the braking system. In particular, if energy is still supplied only to the braking devices located on the wheels that have been unloaded due to the braking process, this creates an increased safety risk because it significantly reduces the maximum braking force that can be transmitted, and therefore can no longer ensure sufficient deceleration of the vehicle. Summary of the Invention

[0004] In this context, the objective of the present invention is to improve the operational safety of electromechanical braking systems, actuators, vehicles, trailers, and / or combinations of commercial vehicles.

[0005] This task is solved by combining an electromechanical braking system having the features of the present invention, an actuator having the features of the present invention, a vehicle having the features of the present invention, a trailer having the features of the present invention, and a commercial vehicle having the features of the present invention. Advantageous configurations are the subject of the technical solution of the present invention.

[0006] To address this issue, an electromechanical braking system for a vehicle is proposed. This system includes at least one first actuator, at least one first energy supply device, and at least one second energy supply device. One of the energy supply devices is assigned to the first actuator as a primary source to supply electrical energy, and the first actuator has a connection to the energy supply device assigned as the primary source. The first actuator also has a connection to the energy supply device assigned to it as a secondary source, for supplying the first actuator with the electrical energy assigned to the primary source.

[0007] Therefore, this actuator has two independent energy supply devices for supplying electrical energy to it. If one of these energy supply devices fails, the other supply energy to the actuator. Thus, the first actuator can still be used even when it does not receive energy from its primary source. This improves the operational safety of vehicles equipped with this type of braking system.

[0008] In another embodiment, the electromechanical braking system has at least one second actuator, to which one of the energy supply devices is assigned as a primary source for supplying electrical energy, wherein the second actuator has a connection to the energy supply device assigned as the primary source, and wherein the second actuator additionally has a connection to the energy supply device assigned as a secondary source to the second actuator for supplying the actuator with electrical energy assigned as the primary source.

[0009] Therefore, for each actuator, there are two independent energy supply devices. This improves operational safety by preventing failure or at least mitigating the consequences of such failure, particularly the loss of braking force.

[0010] In another embodiment, at least one of the actuators is assigned a secondary energy source from an energy supply device that was not assigned as a primary source to the actuator.

[0011] If the braking system has, for example, a first energy supply device and a second energy supply device, then the actuator can be, for example, divided into first and second actuators, wherein the first actuator is assigned the first energy supply device as a primary source, and the second actuator is assigned the second energy supply device as a primary source. Then, corresponding other energy supply devices are assigned to the actuators as secondary sources. Thus, additional redundancy in the energy supply for the actuators can be achieved using the existing energy supply devices.

[0012] In another embodiment, at least one of the actuators has a primary energy receiving device and a secondary energy receiving device, each for connection to an energy supply device.

[0013] This simplifies the connection to the energy supply device. In particular, each energy receiving device in the energy receiving device can be set up and / or designed for the different characteristics of the energy supply device to which it should be connected.

[0014] In another embodiment, at least one of the energy receiving devices has a signal input terminal for receiving a control signal for controlling the actuator.

[0015] In certain cases, such as when using a CAN bus, the signal used to control the actuator can therefore be transmitted along with the required energy via the same connection.

[0016] In another embodiment, an energy receiving device having a signal input terminal is configured to receive power that is less than the power that other corresponding energy receiving devices are configured to receive.

[0017] When necessary, the power that can be transmitted via the connection, for example via a CAN bus, is limited. For instance, an energy receiving device with a signal input terminal limits the current that can be received by the energy receiving device so as not to damage the connection or the energy supply device connected to the energy receiving device. This further improves operational safety.

[0018] In another embodiment, at least one actuator is assigned a regeneration device as a secondary source.

[0019] Since the energy used to operate the actuators for braking is also regenerated from the vehicle's motion in the event of a failure, additional braking effect is achieved. Furthermore, braking effect is always possible even in the event of failure of the first and second energy supply devices.

[0020] In another embodiment, a third energy supply device is assigned as a secondary source to at least one of the actuators.

[0021] Therefore, even when both the first and second energy supply devices fail, braking can still be achieved.

[0022] In another embodiment, one of the actuators has a direct electrical connection with one of the connection portions between the actuator and the energy supply device that is distributed to the actuator as a secondary source.

[0023] This is a connection point that can be easily achieved between multiple energy supply devices and actuators.

[0024] In another embodiment, one of the actuators and one of the connection portions between the actuator and the energy supply device that is distributed to the actuator as a secondary source has a connection portion between a first distribution network attached to the primary source and a second distribution network attached to the secondary source.

[0025] When necessary, the connection between two energy supply devices via a distribution network allows for at least partial use of the corresponding other energy supply device. Therefore, for example, supply lines, control devices, power limiting devices, or the like can be used together with the corresponding other energy supply device during energy supply.

[0026] In another embodiment, one of the actuators and one of the connections between the actuator and the energy supply device that is distributed to the actuator as a secondary source have a control device for controlling and / or regulating the energy flow between the secondary source and the actuator.

[0027] Therefore, the power limit of the energy supply device allocated as a secondary source can be considered. For example, if the first and second energy supply devices are not designed so that they can each fully supply energy to all actuators, then in the event of failure of one of the energy supply devices, the same amount of power for the actuators involved in the failure can be dissipated from the remaining energy supply devices, so that the remaining energy supply devices are not overloaded.

[0028] In another embodiment, a first actuator is arranged on the front axle of the vehicle, wherein a first energy supply device is assigned to the first actuator as a primary source, and a second actuator is arranged on the rear axle of the vehicle, wherein a second energy supply device is assigned to the second actuator as a primary source.

[0029] Since the actuators on each axle are likely to fail simultaneously or operate with reduced power in this situation, rotational motion of the vehicle due to asymmetrical braking power on one axle is avoided.

[0030] In another embodiment, the braking system has a control device for controlling the energy reception of the braking device.

[0031] This type of control device and controller can, for example, regulate the applied braking force or prevent overloading of the energy supply device. Furthermore, for example, this type of control device can prioritize the braking force of specific actuators, such as those on the front axle. Energy flow from control circuitry, such as the CAN bus, can also be limited by this type of control device. Under limitation, although the maximum braking force is reduced, it is still sufficient to ensure adequate deceleration of the vehicle. Adequate deceleration can be defined, for example, by legal requirements and / or standards.

[0032] Alternatively, this task is solved by an actuator for an electromechanical braking system, particularly an electromechanical braking device, which has a primary energy receiving device and a secondary energy receiving device and a controllable selection device. The primary energy receiving device and the secondary energy receiving device are respectively connected to an energy supply device, and the selection device is used to select one of the energy supply devices to feed electrical energy to the actuator.

[0033] This improves the operational safety and failure safety of the actuator.

[0034] In another embodiment, the selection device is configured to select energy from the energy supply device connected to the secondary energy receiving device for use by the actuator in the event of a functional failure of the energy supply device connected to the primary energy receiving device.

[0035] Therefore, in a redundant configuration with multiple energy supply devices, the actuator can automatically switch from a failed energy supply device to a still functioning energy supply device, thus improving failover safety.

[0036] In addition, the task is solved by a vehicle that includes one of the electromechanical braking systems mentioned above and / or one of the actuators mentioned above.

[0037] This type of vehicle offers improved operational and failure safety because its braking system can still apply braking force even in the event of a primary source failure.

[0038] In addition, the task is solved by a trailer that includes one of the electromechanical braking systems mentioned above and / or one of the actuators mentioned above.

[0039] This type of trailer offers improved operational and fail-safety because its braking system can still apply braking force even in the event of a primary source failure.

[0040] In addition, the task is addressed through a combination of commercial vehicles, which includes one of the vehicles mentioned above and one of the trailers mentioned above.

[0041] This type of commercial vehicle combination offers improved operational and failure safety because its braking system can still apply braking force even in the event of primary source failure. Attached Figure Description

[0042] The invention will now be described in more detail with reference to embodiments, which are shown only schematically in the accompanying drawings. The drawings show the invention in detail as follows: Figure 1 A schematic diagram of a braking system according to an embodiment of the present invention; Figure 2 A schematic diagram of a braking system according to an embodiment of the present invention; Figure 3 A schematic diagram of a braking system according to an embodiment of the present invention, and Figure 4 A schematic diagram of a braking system according to an embodiment of the present invention. Detailed Implementation

[0043] exist Figure 1 The electromechanical braking system 10 for a vehicle shown has two first actuators, such as first electromechanical braking devices 12 and 14, which are arranged on the first axle 16 of the vehicle. In addition, the braking system 10 has two second actuators, here electromechanical braking devices 18 and 20, which are arranged on the second axle 22 of the vehicle.

[0044] The first axle 16 can be, for example, the front axle of a vehicle. The second axle 22 can be, for example, the rear axle of a vehicle.

[0045] To supply electrical energy to the first braking devices 12 and 14, a first energy supply device 24 is provided, which has a first energy storage device 26. A first distribution network 28 is configured to electrically connect any device of the vehicle to each other, and the first energy supply device 24 attached to the first distribution network is connected to the first braking devices 12 and 14. For attachment to the first distribution network 28, the first braking devices 12 and 14 each have a primary input terminal 30. During normal operation, the energy required to operate the first braking devices 12 and 14 is received through the primary input terminal 30 from a primary source distributed to these first braking devices, which is formed by the first energy supply device 24.

[0046] To supply electrical energy to the second braking devices 18 and 20, a second energy supply device 32 is provided, which has a second energy storage device 34. Similar to the first distribution network 28, the second distribution network 36 connects the second energy supply device 32 to the primary input terminal 30 of the second braking devices 18 and 20. That is, the second energy supply device 32 is distributed as a primary source to the second braking devices 18 and 20.

[0047] Braking devices 12, 14, 18, and 20 each have a secondary input terminal 38 for connection to energy supply devices 24 and 32, which are respectively distributed as secondary sources to braking devices 12, 14, 18, and 20.

[0048] Since there are only two energy supply devices 24 and 32, one of the energy supply devices 24 and 32 is assigned as the primary source and the other as the secondary source to each of the braking devices 12, 14, 18, and 20. In the current embodiment, the first braking devices 12 and 14 are assigned the first energy supply device 24 as the primary source and the second energy supply device 32 as the secondary source. The second braking devices 18 and 20 are assigned the second energy supply device 32 as the primary source and the first energy supply device 24 as the secondary source.

[0049] That is, the secondary input terminal 38 is connected to a distribution network 28 and 36 respectively, and the energy supply devices 24 and 32, which are distributed as secondary sources, are connected to the distribution network.

[0050] In normal operation, the first braking devices 12 and 14 obtain the energy required to operate from their primary source, namely, the first energy supply device 24. Similarly, the second braking devices 18 and 20 obtain the energy required to operate from their assigned primary source, namely, the second energy supply device 32. This helps to provide redundancy among the braking devices 12, 14, 18, and 20. For example, if the second energy supply device 32 fails, and therefore the second braking devices 18 and 20 can no longer operate normally, the vehicle can still brake using the first braking devices 12 and 14, which obtain their energy from the still-operating first energy supply device 24. That is, in the event of failure or functional malfunction of only one of the energy supply devices 24 and 32, the vehicle remains controllable.

[0051] To enhance braking performance in the event of a failure of one of the energy supply devices 24 or 32, braking devices 12, 14, 18, and 20 can operate using energy from a secondary source allocated to them in the event of a primary source failure. For this purpose, each of the braking devices 12, 14, 18, and 20 has a control device configured to identify a failure and / or functional malfunction of the energy supply device 24 or 32 allocated as a primary source, and, upon identification of such a failure and / or functional malfunction, switch the used energy supply device from the primary source to the secondary source. Thus, in addition to the braking performance of braking devices 12, 14, 18, and 20, the braking performance of other braking devices 12, 14, 18, and 20 can be provided even when the primary source of the braking device is free from functional malfunction and / or interference.

[0052] In another embodiment, the control device may be configured to limit the power extracted from the secondary source. This is particularly advantageous when the power available from the energy supply devices 24, 32 is insufficient for the simultaneous operation of all braking devices 12, 14, 18, 20. By limiting the power, the maximum braking effect achievable by means of the energy supply devices 24, 32 is realized.

[0053] In another embodiment where there are additional energy supply devices, one of the additional energy supply devices may be assigned as a secondary source.

[0054] exist Figure 2 An example of this type of implementation is shown. The first energy supply device 24 has only a connection to the primary input terminal 30 of the first braking devices 12, 14. The second energy supply device 32 has only a connection to the primary input terminal 30 of the second braking devices 18, 20.

[0055] The third energy supply device 40 has a third energy storage device 42 and a third distribution network 44. The third energy supply device 40 is connected to the secondary input terminal 38 of the braking devices 12, 14, 18, and 20. Furthermore, the third energy supply device 40 is distributed as a secondary source to the braking devices 12, 14, 18, and 20. If one of the energy supply devices 24 or 32 experiences a functional failure or malfunction, the energy provided by the third energy supply device 40 can be used to perform the braking process.

[0056] The energy supplied by the third energy supply device 40 may be limited, for example, in terms of its available power. However, this limited power may also be used, for example, to generate a braking effect, which, in combination with the normally operating braking devices 12, 14, 18, 20, may be sufficient, for example, to meet the relevant safety standards.

[0057] In another embodiment, the third energy supply device 40 includes, for example, a control device for controlling the braking action of the braking devices 12, 14, 18, and 20. Furthermore, the third distribution network 44 includes, for example, signal lines for transmitting control signals from the control device to the braking devices 12, 14, 18, and 20; these signal lines are, for example, a CAN bus. The power available via the third distribution network 44 can be limited.

[0058] Therefore, for example, the secondary input 38 is configured to receive power less than that of the primary input 30. For example, the secondary input 38 has a power limiting device to prevent overloading of the third distribution network 44. This is especially important when the lines and plugs used to attach to the third distribution network 44 are specified for the power they can transmit and when excessive power could damage or destroy them.

[0059] In another implementation, such as Figure 3 As shown, instead of the energy storage device 42, the third energy supply device 40 may have a regeneration device 46. The regeneration device 46 is adapted to generate electrical energy from the rotational motion of shafts 16, 22, which is then transmitted to the secondary input terminal 38 via a third distribution network 44. Thus, in the event of failure of the first or second energy supply devices 24, 32, a braking effect is additionally generated through regeneration.

[0060] In another embodiment, braking devices 12, 14, 18, and 20 do not have a secondary input terminal 38. One example of this other embodiment is... Figure 4 As shown in the diagram. Instead, a controllable energy guiding device 48 is provided, which is attached to the distribution networks 28 and 36. The energy guiding device 48 is constructed and configured to identify functional failures and / or malfunctions in energy supply via one of the distribution networks 28 and 36. Furthermore, the energy guiding device 48 is constructed and configured to, for example, in the event of a functional failure of an energy supply device 24 or 32 attached to one of the distribution networks 28 and 36, redirect energy from the corresponding other distribution network 28 or 36 to the distribution network 28 or 36 containing the malfunctioning energy supply device 24 or 32.

[0061] In another embodiment, the energy guiding device 48 is constructed and configured to limit the power introduced into the distribution network 28, 36, on which faulty energy supply devices 24, 32 are attached.

[0062] In another embodiment, the third energy supply device 40 is connected to the energy guiding device 48 via a third distribution network 44, such that in the event of a functional failure of one of the energy supply devices 24 or 32, the energy guiding device can direct energy from the third energy supply device 40 to the distribution networks 28 and 36 that contain the faulty energy supply devices 24 and 36. That is, the third energy supply device 40 acts as a secondary source, distributing energy to, for example, all braking devices 12, 14, 18, and 20.

[0063] In another embodiment, other components in the vehicle, particularly other components of the electromechanical braking system (e.g., foot brake module, E compressor) or other components in the vehicle electrical network or its energy supply unit (especially the 24V vehicle electrical network) are configured as the third energy supply device 40.

[0064] In another embodiment, only a portion of the braking devices 12, 14, 18, and 20 are allocated secondary sources. For example, the braking devices 12 and 14, located on the front axle 16 of the vehicle, may have allocated secondary sources, while the braking devices 18 and 20, located on the rear axle 22 of the vehicle, may not have secondary sources available for use. The function of the brakes on the front axle 16 is particularly important in the event of a functional failure of the energy supply devices 24 and 32, because the front axle 16 experiences increased axle load during braking.

[0065] In another embodiment, all braking devices 12, 14, 18, 20, commonly arranged on a single axle 16, 22, are either configured to have a secondary source or not. That is, for example, the first braking devices 12, 14 arranged on the front axle 16 are either configured to have a secondary source or not, wherein, for example, a second energy supply device 32 can be distributed as a secondary source to these first braking devices. This is particularly advantageous in avoiding yaw torque due to uneven braking processes.

[0066] In another embodiment, alternatives to braking devices 12, 14, 18, 20 may be provided, for example, with other actuators.

[0067] In another embodiment, the energy guiding device 48 is formed by a controller, such as the controller of an EMBS system.

[0068] In another embodiment, the secondary input terminal 38 has, for example, a control device for controlling the energy reception of the braking devices 12, 14, 18, 20, which prevents overload of the secondary source. In another embodiment, the braking devices 12, 14, 18, 20 have, for example, a controllable selection device for selecting one of the energy supply devices 24, 32, 40 connected thereto. This type of controllable selection device can, for example, be configured to select energy from the secondary energy receiving device, for example, the energy supply device 24, 32, 40 connected to the secondary input terminal 38, for use in the braking device in the event of a functional failure of the primary energy receiving device, i.e., the energy supply device 24, 32, 40 connected to the primary input terminal 30.

[0069] Here, energy supply devices 24, 32, and 40 are shown only schematically. When using energy storage devices 26, 34, and 42, energy supply devices 24, 32, and 40 may have additional devices, such as charging current regulators and / or discharging current regulators, and temperature monitoring devices, wherein the energy storage devices are configured as batteries, particularly lithium-ion batteries. Each of the energy supply devices 24, 32, and 40 may also be configured in any other suitable manner, such as as a battery or a fuel cell, regardless of its distribution as a primary or secondary source.

[0070] In other embodiments, particularly commercial vehicles, multiple front and / or rear axles 16, 22 may be arranged, for example, in a 6x2 or 6x4 configuration. In these cases, braking devices 12, 14, 18, 20 may be arranged on multiple front axles 16 and / or on multiple rear axles 22.

[0071] From the perspective of braking devices 12, 14, 18, and 20, a functional failure of the corresponding distribution networks 28, 36, and 44 is equivalent to a functional failure of the attached energy supply devices 24, 32, and 40. From the perspective of the braking devices, this type of functional failure of distribution networks 28, 36, and 44 generally does not need to be distinguished from functional failures of energy supply devices 24, 32, and 40. This type of distinction is not important for functionality because, in the sense of this invention, the key indicator of a functional failure is that there is insufficient energy in the braking devices to power the operation of braking devices 12, 14, 18, and 20. That is, a functional failure of energy supply devices 24, 32, and 40 should be understood as any of the following functional failures that result in insufficient energy supply to one of the braking devices 12, 14, 18, and 20.

[0072] The designations "first braking device 12, 14" should be understood as indicating that braking devices 12, 14, as thus named, are assigned to the first group of braking devices. Similarly, the designations "second braking device 18, 20" should be understood as indicating that braking devices 18, 20, as thus named, are assigned to the second group of braking devices. In another embodiment, each of the groups may be assigned fewer than two or more braking devices 12, 14, 18, 20. In another embodiment, braking devices 12, 14, 18, 20 may, for example, be constructed and / or designed identically or differently.

[0073] List of reference numerals 10. (Electromechanical) Braking System 12 First (electromechanical) braking device / first actuator 14 First (electromechanical) braking device / first actuator 16 First Axle (Front Axle) 18 Second (electromechanical) braking device / second actuator 20 Second (electromechanical) braking device / second actuator 22 Second axle (rear axle) 24 First Energy Supply Unit 26 First energy storage device 28 First Distribution Network 30 Primary Input Terminal 32 Second energy supply device 34 Second energy storage device 36 Second Distribution Network 38 secondary input terminals 40 Third Energy Supply Device 42 Third energy storage device 44 Third Distribution Network 46 Regeneration Unit 48. Energy guiding device (control device)

Claims

1. An electromechanical braking system (10) for a vehicle, the electromechanical braking system having at least one first actuator (12, 14), at least one first energy supply device (24), and a second energy supply device (32), wherein, The first actuator (12, 14) is assigned one of the energy supply devices as a primary source to supply electrical energy, and the first actuator (12, 14) has a connection portion with the energy supply device assigned as the primary source, wherein the first actuator (12, 14) additionally has a connection portion with the energy supply device assigned to the first actuator as a secondary source for supplying electrical energy to the first actuator (12, 14). The electromechanical braking system (10) has at least one second actuator (18, 20), to which one of the energy supply devices is assigned as a primary source to supply electrical energy, wherein the second actuator (18, 20) has a connection portion with the energy supply device assigned as the primary source, and wherein the second actuator (18, 20) additionally has a connection portion with the energy supply device assigned as a secondary source to supply electrical energy to the first actuator (12, 14). The connection portion of the energy supply device of the second actuator, for supplying electrical energy of the energy supply device assigned to the second actuator (18, 20), is characterized in that one of the connection portions between the actuator (12, 14, 18, 20) and the energy supply device assigned to the actuator as a secondary source has a connection portion between a distribution network (28) attached to the primary source and a second distribution network (36) attached to the secondary source, wherein the connection portion is provided with a controllable energy guiding device (48), the energy guiding device being attached to the distribution network (28, 36) and configured and set to: identify functional failures and / or malfunctions of energy supply via one of the distribution networks (28, 36), and to guide energy from the corresponding other distribution network (28, 36) to the distribution network (28, 36) with the faulty energy supply device.

2. The electromechanical braking system according to claim 1, characterized in that, At least one of the actuators (12, 14, 18, 20) is assigned a secondary energy source from an energy supply device that was not assigned as a primary source to the actuator.

3. The electromechanical braking system according to claim 1 or 2, characterized in that, At least one of the actuators (12, 14, 18, 20) has a primary energy receiving device (30) and a secondary energy receiving device (38), respectively for connection to an energy supply device.

4. The electromechanical braking system according to claim 3, characterized in that, At least one of the energy receiving devices (30, 38) has a signal input terminal for receiving control signals for controlling the actuators (12, 14, 18, 20).

5. The electromechanical braking system according to claim 4, characterized in that, The energy receiving device (30, 38) having the signal input terminal is configured to receive power that is less than the power that other corresponding energy receiving devices (30, 38) are configured to receive.

6. The electromechanical braking system according to claim 1, characterized in that, At least one of the actuators (12, 14, 18, 20) is assigned a regeneration device (46) as a secondary source.

7. The electromechanical braking system according to claim 1, characterized in that, A third energy supply device (40) is assigned as a secondary source to at least one of the actuators (12, 14, 18, 20).

8. The electromechanical braking system according to claim 1, characterized in that, One of the actuators (12, 14, 18, 20) has a direct electrical connection with one of the connection parts between the actuator and the energy supply device that is distributed to the actuator as a secondary source.

9. The electromechanical braking system according to claim 1, characterized in that, One of the actuators (12, 14, 18, 20) has a control device in the connection between the actuator and the energy supply device that is distributed to the actuator as a secondary source, for controlling and / or regulating the energy flow between the secondary source and the actuator (12, 14, 18, 20).

10. The electromechanical braking system according to claim 1, characterized in that, The first actuator (12, 14) is arranged on at least one front axle (16) of the vehicle, wherein the first energy supply device (24) is assigned to the first actuator (12, 14) as a primary source, and the second actuator (18, 20) is arranged on at least one rear axle (22) of the vehicle, wherein the second energy supply device (32) is assigned to the second actuator (18, 20) as a primary source.

11. The electromechanical braking system according to claim 1, characterized in that, The electromechanical braking system has a control device for controlling the energy reception of the braking device and / or for controlling the braking force of the braking device.

12. An actuator (12, 14, 18, 20) for an electromechanical braking system according to any one of claims 1 to 11, the actuator having a primary energy receiving device (30), a secondary energy receiving device (38), and a controllable selection device, the primary energy receiving device and the secondary energy receiving device being connected to an energy supply device, the selection device being used to select one of the energy supply devices for supplying electrical energy to the actuator (12, 14, 18, 20).

13. The actuator (12, 14, 18, 20) according to claim 12, characterized in that, The selection device is configured to select energy from the energy supply device connected to the secondary energy receiving device (38) for use by the actuators (12, 14, 18, 20 in the event of a functional failure of the energy supply device connected to the primary energy receiving device (30).

14. A vehicle, wherein, The vehicle has an electromechanical braking system according to any one of claims 1 to 11 and / or an actuator according to claim 12 or 13.

15. The vehicle according to claim 14, characterized in that, The vehicle has an electric drive.

16. The vehicle according to claim 15, characterized in that, The vehicle has a traction battery and / or a fuel cell.

17. A trailer for commercial vehicles, wherein, The trailer has an electromechanical braking system according to any one of claims 1 to 11 and / or an actuator according to claim 12 or 13.

18. A commercial vehicle assembly, characterized in that, The commercial vehicle combination comprises a vehicle according to any one of claims 14 to 16 and at least one trailer according to claim 17.

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