Electromechanical brake system and vehicle, in particular commercial vehicle

Abstract

The invention relates to an electromechanical brake system (10) for a vehicle (100a), comprising a first energy supply device (20) and a second energy supply device (21), a first system control device (30) and a second system control device (31), a plurality of electromechanical brake actuator devices (41), a first plurality of electronic brake controls (40a) and a second plurality of electronic brake controls (40b), wherein each electronic brake control unit is designed for one of the electromechanical brake actuator devices, the first energy supply device is connected to the first system control device and to each of the first electronic brake control units, and the first system control device is connected to each of the first electronic brake control units, the second energy supply device is connected to the second system control device and to the brake control of each of the second electronics in order to communicate a control signal, and the second energy supply device is connected to the second system control device and to the brake control of each of the second electronics, and the second system control device is connected to the brake control of each of the second electronics in order to communicate a control signal, a control device (32, 47) of the brake system is connected at least to one of the first electronic brake controllers and / or to one of the second electronic brake controllers in order to transmit control signals.

Description

Technical Field

[0001] The invention relates to an electromechanical brake system. The invention also relates to a vehicle, in particular a commercial vehicle. Background Art

[0002] In pneumatic systems, in the event of an electrical failure, a switch is made to the pneumatic redundancy of the brake system control. As a result, wheel-specific braking force regulation is not possible in many cases. Due to these limitations, stabilization functions such as electronically controlled driver assistance systems for motor vehicles (Electronic Stability Control, ESC) cannot be used without additional external auxiliary devices and / or auxiliary systems, which can result in safety risks and requires the vehicle behavior, in particular the speed, the distance to other vehicles and / or the driving maneuver, to be adapted.

[0003] Especially in automated driving modes, these limits must be known. In automated driving modes, complex fault responses are also required in order to avoid dangerous situations.

[0004] In addition, in pneumatic brake systems, the energy supply to the brake actuator is implemented as non-redundant. Therefore, in the prior art, a single failure of energy transmission, such as a break in the pneumatic line, may lead to a complete loss of braking force at at least one wheel.

[0005] The described usability limitations and the resulting loss of vehicle stability are particularly unsuitable for highly automated vehicle applications and hinder the development and use of highly automated vehicles.

[0006] In the event of a fault, the pneumatic brake system will therefore switch to an operating mode in which a compromise is reached between reducing the braking power and / or the braking functionality by using a pneumatic redundancy control.

[0007] WO 2021 / 122214 A1 discloses an electromechanical braking system. The electromechanical braking system includes a plurality of voltage supply facilities for supplying electrical energy to an electric braking device. These voltage supply facilities are implemented as redundant in the following manner, that is, two sub-voltage supply facilities are provided for each voltage supply facility. The two sub-voltage supply facilities are set up to respectively apply voltage to the collection of motor windings of a motor of one of the electric braking devices.

[0008] DE 10 2009 046 238 B4 discloses an electric brake system having at least two brake circuits, each of which comprises a first control unit for implementing a driver's brake request into an actuation signal and at least one second control unit for processing the actuation signal and actuating a wheel brake. It is provided that each wheel brake is assigned a respective second control unit of the first and second brake circuits. Summary of the invention

[0009] The object of the present invention is to expand upon the prior art and to specify an improved brake system which reliably and effectively provides high braking power and functionality in the event of an electrical fault.

[0010] This object is achieved by an electromechanical brake system according to claim 1 and a vehicle, in particular a commercial vehicle, according to claim 10. The dependent claims describe preferred developments of the invention.

[0011] According to the invention, an electromechanical brake system is provided for a vehicle, in particular a commercial vehicle. The electromechanical brake system comprises a first energy supply device and a second energy supply device, a first system control device and a second system control device, a plurality of electromechanical brake actuator devices, a first plurality of electronic brake control units and a second plurality of electronic brake control units, wherein each of the electronic brake control units is configured to control one of the electromechanical brake actuator devices, wherein the first energy supply device is connected to the first system control device and to each of the first electronic brake control units in the first electronic brake control units to supply electrical energy, and the first system control device is connected to each of the first electronic brake control units in the first electronic brake control units to communicate control signals, and the second energy supply device is connected to the second system control device and to each of the second electronic brake control units in the second electronic brake control units to supply electrical energy, and the second system control device is connected to each of the second electronic brake control units in the second electronic brake control units to communicate control signals, wherein the electromechanical brake system has a control device, wherein the control device is connected to at least one of the first electronic brake control units and / or one of the second electronic brake control units to communicate control signals.

[0012] Each of the electronic brake control units is configured to control one of a plurality of electromechanical brake actuator devices. Thus, each of the electronic brake control units can apply voltage to an electromechanical brake actuator device to control and / or operate the electromechanical brake actuator device.

[0013] The first energy supply device is configured to supply electrical energy to the first electronic brake control unit and the first system control device so as to enable the functions of the electronic brake control unit and the first system control device to be realized. The first system control device is configured to apply a control signal to the first electronic brake control unit so as to cause an electromechanical brake actuator device connected to one of the first electronic brake control units to be actuated.

[0014] Similarly, the second energy supply device is configured to supply electrical energy to the second electronic brake control unit and the second system control device so as to enable the functions of the second electronic brake control unit and the second system control device to be realized. The second system control device is configured to apply a control signal to the second electronic brake control unit so as to cause the actuation of an electromechanical brake actuator device connected to one of the second electronic brake control units.

[0015] The control device is a device different from the first system control device and the second system control device. The control device is connected to one or more brake control units to control the corresponding one or more brake control units in the brake control units. The control device can therefore be set up to communicate control signals to a specifically selected first and / or second electronic brake control unit, for example at one axle, and thus provide further redundancy. Alternatively or additionally, the control device can be set up to communicate control signals to a first electronic brake control unit that is also connected to the first system control device to receive the control signal, so as to provide a control device that is redundant with respect to the first system control device. Alternatively or additionally, the control device can be set up to communicate control signals to a second electronic brake control unit that is also connected to the second system control device to receive the control signal, so as to provide a control device that is redundant with respect to the second system control device.

[0016] The invention recognizes that in order to improve the braking power and functionality in the event of an electrical fault, it is necessary to make the energy supply and control redundant. The first energy supply, the first system control device and the first electronic brake control unit form the primary system. The second energy supply, the second system control device and the second electronic brake control unit then form the secondary system. The primary system and the secondary system are mutually redundant systems, thus ensuring that an electrical fault in one of these systems does not cause the other system to fail. The control device forms an additional backup level in the event of a fault.

[0017] In this way, a system configuration with an electromechanical brake can be provided for achieving maximum braking power and functionality in the event of an electrical fault.

[0018] In other words, the primary system and the secondary system each comprise an independent electrical energy store, an electrical system control and an electrical motor control for each wheel brake. Each brake actuator at the wheel is therefore composed of two independent control units. Each mechanical friction brake can therefore be actuated redundantly via the primary system and the secondary system. This enables wheel-specific braking force control in the event of a single fault by redundant energy and signal transmission up to the wheels, thus increasing the availability of safety-critical braking functions such as ESC. In addition, the possibility of a second additional backup level is also possible in order to achieve a safe vehicle state in the event of a further fault.

[0019] Preferably, each of the system control devices has a fieldbus interface. In other words, the first system control device comprises a fieldbus interface and the second system control device comprises a fieldbus interface. The fieldbus is, for example, a vehicle bus, in particular a CAN bus. It is thus possible that both the driver, for example via a service brake transmitter (brake pedal) and a parking brake transmitter (parking brake switch), and a virtual driver can redundantly communicate with the brake system via the fieldbus interface and request a deceleration.

[0020] Preferably, each of the brake actuator devices has at least one electromechanical parking mechanism in order to ensure that each of the wheels can be parked even in the event of a fault. Optionally, each of the brake actuator devices has two parking brake mechanisms, wherein a first parking brake mechanism can be actuated by one of the first brake controllers and wherein a second parking brake mechanism can be actuated by one of the second brake controllers.

[0021] Preferably, the energy supply device and / or the brake actuator of the brake actuator device are of the same type. Therefore, the primary system and the secondary system are of the same type and provide the same functionality. Correspondingly, a failure of a component in one of the systems can be compensated by letting the other system take over. Alternatively, the energy supply device and / or the brake actuator of the brake actuator device are different from each other. Therefore, the energy storage device and the electric motor for the secondary system can also be designed in a cost-optimized manner, wherein the secondary system is set up to meet the functionality according to the backup scenario. Therefore, for example, a minimum vehicle deceleration can be ensured, for example, in order to comply with legal regulations.

[0022] Preferably, the first subset of brake control units preferably has an extended brake control unit, wherein the extended brake control unit has a fieldbus interface, the first subset of brake control units is connected to the second subset of brake control units and can be connected to the vehicle bus via the fieldbus interface to communicate control signals, and wherein the extended brake control unit forms a control device. This embodiment enables an extended backup level for secondary systems. For this purpose, the electric motor control unit is functionally extended in such a way that a preliminary brake logic is implemented in the form of an extended brake control unit. The extended brake control unit can communicate both with the virtual driver via the vehicle bus and with at least one further connected brake control unit in order to receive corresponding control signals from the fieldbus interface and / or to communicate control signals to the connected brake control unit. As a result, in certain critical multiple fault scenarios, for example when both primary and secondary system control devices fail, safety-related driving maneuvers can still be implemented so that the vehicle can be decelerated and stopped safely.

[0023] Preferably, the electromechanical brake system has a third energy supply device and a third system control device, wherein the third energy supply device is connected to the third system control device and to each second electronic brake control unit in the second electronic brake control unit to supply electrical energy, and the third system control device is connected to each first electronic brake control unit in the first electronic brake control unit to convey control signals, and wherein the third system control device constitutes a control device. In another embodiment, the third energy supply device is not part of the brake system, but can also be, for example, mainly matched to the steering unit and used by the brake system when needed. In this case, the third energy supply device can be connected to the brake system. In these preferred embodiments, an extended independent backup level for the secondary system is realized on the basis of the primary system and the secondary system. This backup level is composed of an additional system control unit with a dedicated energy storage device. Independent redundancy is thus achieved in the following manner, that is, it is possible to realize that the third system control unit can communicate with the virtual driver via the vehicle bus and with the wheel brake, that is, the brake control unit, independently of the primary system control unit and the secondary system control unit. This fallback level ensures high system availability and is particularly suitable for highly automated driving applications and driving maneuvers in which an immediate shutdown of the vehicle in the event of a critical single fault or failure of a primary system is undesirable.

[0024] Preferably, the third energy supply device is connected to the first energy supply device and to the second energy supply device to supply electrical energy. The third energy supply device is hereby supplied with energy by the upstream first energy supply device and the upstream second energy supply device. Thus, a limited amount of energy and power can be provided when the primary system and the secondary system fail.

[0025] Preferably, each of the energy supply devices has an electrical output which is designed to electrically connect the energy store to a vehicle system other than an electromechanical brake system. It is thus possible to use the energy store for other vehicle systems, such as a steering system and / or a communication system. The prioritization of the connected systems can be performed either by one of the system control devices and / or by the virtual driver via the vehicle bus.

[0026] Preferably, each of the brake actuator devices has two mutually redundant brake actuators. Alternatively or additionally, each of the brake actuator devices has a brake actuator with two mutually redundant winding sets. In these embodiments, each of the brake actuator devices includes a so-called dual motor for actuating the brake. It is thus possible that each energy storage device and each motor winding of the electric dual motor respectively meets the requirements for the maximum transferable braking force under high control dynamics.

[0027] Preferably, the electronic brake control is configured such that each of the electromechanical brake actuator devices can be controlled by one of the first plurality of electronic brake control units and can be controlled by one of the second plurality of electronic brake control units. In this embodiment, the control of each of the electromechanical brake actuator devices is redundant. Thus, each of the electromechanical brake actuator devices can be controlled by two different electronic brake control units, i.e., can be controlled by one of the first plurality of electronic brake control units and can be controlled by one of the second plurality of electronic brake control units.

[0028] According to one aspect of the present invention, a vehicle, in particular a commercial vehicle, is provided. The vehicle, in particular a commercial vehicle, comprises an electromechanical braking system as described above. Optionally, the braking system comprises features described as advantageous and / or optional in order to achieve the technical effects associated therewith.

[0029] In other words, the embodiments of the invention can be summarized as follows: The invention describes a braking system with an electromechanical brake (EMB) at at least one axle, wherein the braking system can be designed such that, in addition to the primary system of the service brake system, a fully redundant secondary system with optionally identical braking power and functionality is provided. In addition to the secondary system, additional backup levels can be provided in different embodiments depending on the application. It is provided that the virtual driver in particular uses all levels of the braking system in order to enable vehicle operation in automated / autonomous driving applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Further advantages and features of the present invention and their technical effects are apparent from the accompanying drawings and the description of the preferred embodiments shown in the drawings.

[0031] Figure 1 A schematic diagram of an electromechanical braking system is shown;

[0032] Figure 2 A schematic diagram of an electromechanical brake system according to an embodiment of the present invention is shown;

[0033] Figure 3 A schematic diagram of an electromechanical brake system according to another embodiment of the present invention is shown;

[0034] Figure 4 A schematic diagram of an electromechanical brake system according to another embodiment of the present invention is shown; and

[0035] Figure 5 A schematic diagram of a vehicle, in particular a commercial vehicle, is shown according to one specific embodiment of the present invention. DETAILED DESCRIPTION

[0036] Figure 1 A schematic diagram of an electromechanical brake system 10 is shown.

[0037] The electromechanical brake system 10 is a brake system for a vehicle 100a, in particular a commercial vehicle 100b. Figure 5 The vehicle 100a, in particular the commercial vehicle 100b, is referred to below as the vehicle 100a, 100b.

[0038] like Figure 1 As shown, the electromechanical brake system 10 is configured for use in vehicles 100a, 100b (in Figure 1 Two steerable front wheels 113 are arranged at the front axle 111. Four rear wheels 114 arranged as double wheels are arranged at the rear axle 112.

[0039] Each of the axles 111 , 112 or each of the wheels 113 , 114 can be braked by the brake system 10 . For this purpose, two brake actuator devices 41 are arranged on each of the axles 111 , 112 , which are included in the electromechanical brake system 10 .

[0040] The electromechanical brake system 10 includes a first energy supply device 20 and a second energy supply device 21. In order to supply the first energy supply device 20 and the second energy supply device 21 with electrical energy E, the first energy supply device 20 and the second energy supply device 21 are respectively connected to a system energy supply device 23, as shown by a solid line. The system energy supply device 23 is, for example, a vehicle-side, especially rechargeable battery. The first energy supply device 20 and the second energy supply device 21 are batteries and / or capacitors included in the brake system 10 for storing and providing electrical energy E for the brake system 10.

[0041] The electromechanical brake system 10 includes a first system control device 30 and a second system control device 31. The system control devices 30 and 31 each have a fieldbus interface 50 to connect the system control devices 30 and 31 to a vehicle bus 52. The fieldbus interface 50 is in particular a CAN interface and the vehicle bus 52 is a CAN bus. The vehicle bus 52 can transmit a control signal S from a vehicle-side controller 53, such as an electronic control unit (ECU), to each of the system control devices 30 and 31 via the fieldbus interface 50. The system control devices 30 and 31 each include a data processing device (not shown) having a processor and a memory to process the control signal S. The system control devices 30 and 31 are connected to each other to transmit and / or receive the control signal S between each other. The system control devices 30 and 31 can, for example, transmit status inquiries and status information, which are related to functional capabilities and / or faults in the primary system and / or the secondary system. The first system control device 30 is connected to a first input device 60 and a second input device 61 to receive the control signal S. The second system control device 31 is connected to the second input device 61 to receive the control signal S. The input devices 60, 61 are arranged on the vehicle side and can be manipulated by the driver of the vehicle 100a, 100b to input the control signal S for braking. The input devices 60, 61 may include a transmitter and / or a switch capable of gradual dosing.

[0042] The electromechanical brake system 10 includes a first plurality of electronic brake control units 40a and a second plurality of electronic brake control units 40b. As shown by solid lines, respectively, the first energy supply device 20 is connected to the first system control device 30 and to each of the first electronic brake control units 40a to supply electric energy E. Similarly, the second energy supply device 21 is connected to the second system control device 31 and to each of the second electronic brake control units 40b to supply electric energy E. As shown by dotted lines, the first system control device 30 is connected to each of the first electronic brake control units 40a to communicate a control signal S. As shown by dotted lines, the second system control device 30 is connected to each of the second electronic brake control units 40b to communicate a control signal S. The first plurality of electronic brake control units 40a are different from the second plurality of electronic brake control units 40b.

[0043] Each of the electronic brake control units 40a, 40b is set up to control one of the electromechanical brake actuator devices 41. The electronic brake control units 40a, 40b are set up so that one of the electromechanical brake actuator devices 41 can be controlled by one of the first plurality of electronic brake control units 40a and can be controlled by one of the second plurality of electronic brake control units 40b. Therefore, each brake actuator device 41 can be redundantly controlled. Each of the brake actuator devices 41 has two mutually redundant brake actuators 42, 43. Here, the first brake actuator 42 of the brake actuators can be operated by one of the first electronic brake control units 40a, and the second brake actuator 43 of the brake actuators can be operated by one of the second electronic brake control units 40b. Each of the brake actuators 42, 43 acts on the brake caliper 48 to achieve braking of one of the wheels 113, 114. For each of the wheels 113 , 114 , one of the first plurality of electronic brake control units 40 a and one of the second plurality of electronic brake control units 40 b are set up to be controlled by the control signal S to brake the respective wheel 113 , 114 .

[0044] The first energy supply device 20, the first system control device 30 and the first electronic brake control unit 40a form a primary system. The second energy supply device 21, the second system control device 31 and the second electronic brake control unit 40b form a secondary system. The primary system and the secondary system are mutually redundant systems. Therefore, each mechanical friction brake can be actuated redundantly via the primary system and the secondary system. This can achieve wheel-specific braking force control in the event of a single failure through redundant energy transmission E and signal transmission S to the wheels 113 and 114. In addition, the possibility of a second additional backup level can also be realized (see Figure 2 and Figure 3 ) in order to achieve a safe vehicle state in the event of another fault.

[0045] Each brake actuator device in the brake actuator device 41 has at least one electromechanical parking mechanism 44. The energy supply devices 20, 21 and the brake actuators 42, 43 of the brake actuator devices 41 are of the same type. In an embodiment not shown, the energy supply devices 20, 21 and the brake actuators 42, 43 of the brake actuator devices 41 can be different from each other.

[0046] Figure 2 FIG. 1 is a schematic diagram of an electromechanical brake system 10 according to an embodiment of the present invention. Figure 2 The embodiment of the electromechanical brake system 10 is based on Figure 1 Embodiments of the electromechanical brake system 10 are described and only those related to Figure 1 The difference.

[0047] The electromechanical brake system 10 has a first subset 45 of brake control units. The first subset 45 of brake control units is provided in the example shown by a second brake control unit 40b at the rear axle at the wheel 114 on the right in the direction of travel. The first subset 45 of brake control units has an extended brake control unit 47. The extended brake control unit 47 constitutes a control device 32, 47, which is connected to one of the second electronic control units 40b to communicate a control signal S. A preliminary brake logic is implemented in the extended brake control unit 47. For this purpose, the extended brake control unit 47 includes a data processing device and a memory (not shown). The extended brake control unit 47 has a fieldbus interface 50 to receive the control signal S via a vehicle bus 52. The first subset 45 of brake control units is connected to a second subset 46 of brake control units to communicate the control signal S. The second subset 46 of brake control units is provided in the example shown by a second control unit 40b at the rear axle at the wheel 114 on the left in the direction of travel. In other words, the first subset 45 of brake control units includes the extended brake control unit 47. The second subset 46 of brake control units is connected to the extended brake control unit 47 to receive the control signal S. The extended brake control unit 47 can thus receive the control signal S via the vehicle bus 52 and accordingly actuate the second brake control unit 40 b at the rear axle 112 independently of the first system control unit 30 and the second system control unit 31. This achieves improved redundancy and thus also allows compensation for multiple faults.

[0048] The extended brake control unit 47 is connected to the first system control device 30 and to the second system control device 31 in order to communicate control signals S. For example, status queries and status information concerning functional capabilities and / or faults in the primary system, the secondary system and / or the extended brake control unit 47 can be communicated between the extended brake control unit 47 and the system control devices 30 , 31 .

[0049] Figure 3 FIG. 1 is a schematic diagram of an electromechanical brake system 10 according to another embodiment of the present invention. Figure 3 The embodiment of the electromechanical brake system 10 is based on Figure 1 An embodiment of an electromechanical brake system 10 is described and related Figure 1 The difference.

[0050] The electromechanical brake system 10 has a third energy supply device 22 and a third system control device 32. The third energy supply device 22 is connected to the third system control device 32 and to each of the second electronic control parts 40b to supply electric energy E. The third system control device 32 is connected to each of the first electronic control parts 40b to communicate a control signal S. The third system control device 32 constitutes a control device 32, 47, which is connected to each of the second electronic control parts 40b to communicate a control signal S. A second backup level is thus achieved, making it possible to compensate for faults in the primary system and the secondary system.

[0051] The third energy supply device 22 is connected to the first energy supply device 20 and the second energy supply device 21 to supply electrical energy E. The third energy supply device 22 is supplied with energy by the upstream first energy supply device 20 and the upstream second energy supply device 21 .

[0052] Figure 4 FIG. 1 is a schematic diagram of an electromechanical brake system 10 according to another embodiment of the present invention. Figure 4 The embodiment of the electromechanical brake system 10 is based on Figure 2 An embodiment of an electromechanical brake system 10 is described and related Figure 2 The difference.

[0053] Each of the brake actuator devices 41 has a brake actuator 42, which has two winding sets 49a, 49b that are redundantly constructed. Each of the windings 49a, 49b is set up to operate the brake actuator 42 when charged with electrical energy. Here, the first winding set 49a can be charged with electrical energy by one of the first electronic brake control units 40a, and the second winding set 49b can be charged with electrical energy by one of the second electronic brake control units 40b. Each of the brake actuators 42 acts on the brake caliper 48 to achieve braking of one of the wheels 113, 114. For each of the wheels 113, 114, one of the first plurality of electronic brake control units 40a and one of the second plurality of electronic brake control units 40b are set up to be controlled by a control signal S to brake the corresponding wheel 113, 114.

[0054] Similarly, refer to Figure 4 The brake actuator 41 described can also be used in Figure 3 in the implementation method.

[0055] Figure 5 A schematic diagram of a vehicle 100a , in particular a commercial vehicle 100b , is shown according to one specific embodiment of the present invention.

[0056] The vehicle 100a, 100b is an automated or semi-autonomous and / or autonomous vehicle 100a, 100b. The vehicle 100a, 100b is configured to be (semi-)automatically steerable and to (semi-)automatically perform driving maneuvers. The vehicle 100a, 100b is configured to (semi-)automatically steer the brakes of the vehicle 100a, 100b.

[0057] Vehicles 100a, 100b include Figures 1 to 4 An electromechanical brake system 10 as illustrated in any of the figures in the drawings, wherein the electromechanical brake system 10 in the illustrated embodiment has three energy supply devices 20, 21, 22. Each of the energy supply devices 20, 21, 22 has an electrical output 51, which is configured to electrically connect the energy storage device 20, 21, 22 to a vehicle system 110 other than the electromechanical brake system 10.

[0058] List of reference numerals (part of the description)

[0059] 10 Electromechanical brake system

[0060] 20 First Energy Supply Device

[0061] 21 Second Energy Supply Device

[0062] 22 The third energy supply device

[0063] 23 System energy supply device

[0064] 30 First system control equipment

[0065] 31 Second system control equipment

[0066] 32 Third system control equipment

[0067] 40a Electronic brake control unit

[0068] 40b Electronic brake control unit

[0069] 41 Electromechanical brake actuator equipment

[0070] 42 Brake actuator

[0071] 43 Brake actuator

[0072] 44 Electromechanical parking mechanism

[0073] 45 The first subset of the brake control unit

[0074] 46 The second subset of the brake control unit

[0075] 47 Extended brake control unit

[0076] 48 Brake caliper

[0077] 49a Winding assembly

[0078] 49b Winding assembly

[0079] 50 Fieldbus interface

[0080] 51 Electrical output

[0081] 52 Vehicle Bus

[0082] 53 Controller

[0083] 60 First input device

[0084] 61 Second input device

[0085] 100a Vehicle

[0086] 100b Commercial vehicles

[0087] 110 Vehicle Systems

[0088] 111 Front axle

[0089] 112 rear axle

[0090] 113 Front wheel

[0091] 114 Rear wheel

[0092] E Energy

[0093] S control signal

Claims

1. An electromechanical brake system (10) for a vehicle (100a), in particular a commercial vehicle (100b), the electromechanical brake system include: - a first energy supply device (20) and a second energy supply device (21), - a first system control device (30) and a second system control device (31), - a plurality of electromechanical brake actuator devices (41), - a first plurality of electronic brake control units (40a) and a second plurality of electronic brake control units (40b), wherein each of the electronic brake control units (40a, 40b) is configured to control one of the electromechanical brake actuator devices (41), wherein: - the first energy supply device (20) is connected to the first system control device (30) and to each of the first electronic brake control units (40a) to supply electric energy (E), and the first system control device (30) is connected to each of the first electronic brake control units (40a) to communicate a control signal (S), and - the second energy supply device (21) is connected to the second system control device (31) and to each of the second electronic brake control units (40b) to supply electric energy (E), and the second system control device (31) is connected to each of the second electronic brake control units (40b) to communicate a control signal (S), characterized in that, The electromechanical brake system (10) comprises a control device (32, 47), wherein the control device (32, 47) is connected to at least one of the first electronic brake control units (40a) and / or one of the second electronic brake control units (40b) to transmit a control signal (S).

2. The electromechanical braking system according to claim 1, in, - Each of the system control devices (30, 31, 32) has a fieldbus interface (50).

3. The electromechanical braking system according to claim 2, in, Each of the brake actuator devices (41) has at least one electromechanical parking mechanism (44).

4. An electromechanical brake system according to any one of the preceding claims, in, The energy supply devices (20, 21) and / or the brake actuators (42, 43) of the brake actuator device (41) are respectively of the same type or different from one another.

5. An electromechanical brake system according to any one of the preceding claims, in, - A first subset (45) of brake control units has an extended brake control unit (47), wherein: - the extended brake control unit (47) has a fieldbus interface (50), - the first subset (45) of brake control units is connected to the second subset (46) of brake control units and can be connected to the vehicle bus (52) via a fieldbus interface (50) to communicate control signals (S), and wherein, The extended brake control unit (47) forms the control device (32, 47).

6. An electromechanical brake system according to any one of the preceding claims, in, The electromechanical brake system (10) comprises a third energy supply device (22) and a third system control device (32), wherein: - the third energy supply device (22) is connected to the third system control device (32) and to each of the second electronic brake control units (40b) to supply electric energy (E), the third system control device (32) is connected to each of the first electronic brake control units (40b) to communicate a control signal (S), and wherein, - The third system control device (32) constitutes the control device (32, 47).

7. The electromechanical braking system according to claim 6, in, The third energy supply device (22) is connected to the first energy supply device (20) and to the second energy supply device (21) to supply electrical energy (E).

8. An electromechanical brake system according to any one of the preceding claims, in, - Each of the energy supply devices (20, 21, 22) has an electrical output (51) which is designed to electrically connect the energy store (20, 21, 22) to a vehicle system (110) other than the electromechanical brake system (10).

9. An electromechanical brake system according to any one of the preceding claims, in, Each of the brake actuator devices (41) has two mutually redundant brake actuators (42, 43) and / or has a brake actuator (42) with two mutually redundant winding sets (49a, 49b).

10. An electromechanical brake system according to any one of the preceding claims, in, - The electronic brake control unit (40a, 40b) is designed to enable each of the electromechanical brake actuator devices (41) to be controllable by one of the first plurality of electronic brake control units (40a) and each to be controllable by one of the second plurality of electronic brake control units (40b).

11. A vehicle (100a), in particular a commercial vehicle (100b), comprising an electromechanical brake system (10) according to any one of the preceding claims.

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