Electromechanical brake system and vehicle, in particular utility vehicle

Abstract

An electromechanical brake system (10) for a vehicle (100a), comprising a first energy supply means (20) and a second energy supply means (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 and a second plurality of electronic brake controllers (40a, 40b), wherein each of the electronic brake controllers is designed to control one of the electromechanical brake actuator devices, wherein the first energy supply means is connected to the first system control device and to each of the first electronic brake controllers, and, for the transmission of control signals, the first system control device is connected to each of the first electronic brake controllers, and the second energy supply means is connected to the second system control device and to each of the second electronic brake controllers, and, for the transmission of control signals, the second system control device is connected to each of the second electronic brake controllers, wherein, for the transmission of control signals, a control device (32, 47) of the brake system is connected to at least one of the first electronic brake controllers and / or to one of the second electronic brake controllers.

Description

[0001] Electromechanical braking system and vehicle, in particular commercial vehicle

[0002] The invention relates to an electromechanical braking system. The invention also relates to a vehicle, in particular a commercial vehicle.

[0003] In the event of an electrical fault, pneumatic systems switch to the pneumatic redundancy of the brake system control. This often precludes wheel-specific brake force control. Due to these limitations, stability functions such as electronically controlled driver assistance systems (Electronic Stability Control, ESC) cannot be used without additional external aids and / or auxiliary systems. This can pose a safety risk and require adjustment of vehicle behavior, particularly speed, distance to another vehicle, and / or a driving maneuver.

[0004] These limitations must be known, especially in automated driving mode. Furthermore, a complex error response is necessary in automated driving mode to avoid dangerous situations.

[0005] Furthermore, in pneumatic braking systems, the power supply to the brake actuators is not redundant. Thus, with current technology, a simple error in the power transmission, such as a rupture of a pneumatic line, can result in a complete loss of braking force on at least one wheel.

[0006] The described limitations in availability and the resulting loss of vehicle stability are particularly unsuitable for highly automated vehicle applications and are a hindrance to the development and use of highly automated vehicles.

[0007] Thus, in the event of a fault, pneumatic braking systems switch to an operating mode in which a compromise is made between reduced braking performance and / or braking functionality by resorting to a pneumatic redundancy control.

[0008] WO 2021 / 122214 A1 discloses an electromechanical braking system. The electromechanical braking system comprises a plurality of voltage supply devices for supplying electrical energy to electric braking devices.

[0009] The power supply units are designed redundantly, with two sub-power supply units per power supply unit. The two sub-power supply units are each configured to supply electrical voltage to a set of motor windings of a motor of one of the electric braking devices.

[0010] DE 10 2009 046 238 B4 discloses an electric braking system with at least two brake circuits, each comprising a first control unit for converting a driver's braking request into a control signal and at least one second control unit for processing the control signal and controlling a wheel brake. It is provided that each wheel brake is assigned a second control unit, each of the first and second brake circuits.

[0011] The invention is based on the object of enriching the state of the art and of providing an improved braking system that reliably and effectively provides high braking performance and functionality in the event of electrical faults.

[0012] The object is achieved by an electromechanical braking system according to claim 1 and a vehicle, in particular a commercial vehicle, according to claim 10. The subclaims specify preferred developments of the invention.

[0013] According to the invention, an electromechanical braking system for a vehicle, in particular a commercial vehicle, is provided. The electromechanical braking 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 controllers, and a second plurality of electronic brake controllers, wherein each of the electronic brake controllers is configured to control 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 controllers for supplying electrical energy.and the first system control device is connected to each of the first electronic brake controllers for transmitting control signals, and the second power supply device is connected to the second system control device and to each of the second electronic brake controllers for supplying electrical power, and the second system control device is connected to each of the second electronic brake controllers for transmitting control signals, wherein the electromechanical braking system comprises a control device, wherein the control device is connected to at least one of the first electronic brake controllers and / or one of the second electronic brake controllers for transmitting control signals.

[0014] Each of the electronic brake controllers is configured to control one of the plurality of electromechanical brake actuator devices. Thus, each of the electronic brake controllers can supply an electromechanical brake actuator device with a voltage for controlling and / or actuating the electromechanical brake actuator device.

[0015] The first power supply device is configured to supply the first electronic brake controllers and the first system control device with electrical power to enable the function of the electronic brake controllers and the first system control device. The first system control device is configured to apply a control signal to the first electronic brake controllers to cause actuation of an electromechanical brake actuator device connected to one of the first electronic brake controllers.

[0016] Similarly, the second power supply device is configured to supply the second electronic brake controllers and the second system control device with electrical power to enable the second electronic brake controllers and the second system control device to function. The second system control device is configured to apply a control signal to the second electronic brake controllers to cause actuation of an electromechanical brake actuator device connected to one of the second electronic brake controllers.

[0017] 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 the respective brake controller(s) for controlling one or more of the brake controllers. The control device can thus be configured to transmit control signals to a specific selection of first and / or second electronic brake controllers, for example on an axle, thus providing further redundancy. Alternatively or additionally, the control device can be configured to transmit control signals to the first electronic brake controllers, which are also connected to the first system control device for receiving control signals, in order to provide a control device that is redundant to the first system control device.Alternatively or additionally, the control device may be configured to transmit control signals to the second electronic brake controls, which are also connected to the second system control device for receiving control signals, in order to provide a control device that is redundant to the second system control device.

[0018] The invention recognizes that redundancy of the power supply and control is necessary to improve braking performance and functionality in the event of an electrical fault. The first power supply device, the first system control device, and the first electronic brake controllers form a primary system. The second power supply device, the second system control device, and the second electronic brake controllers form a secondary system. The primary system and the secondary system are mutually redundant systems, ensuring that an electrical fault in one of the systems does not lead to a failure of the other system. The control device forms an additional fallback level in the event of a fault. This makes it possible to provide a system structure with electromechanical brakes for maximum braking performance and functionality in the event of electrical faults.

[0019] In other words, the primary and secondary systems each comprise an independent electrical energy storage unit, an electrical system controller, and an electrical motor controller for each wheel brake. Thus, each brake actuator at the wheel consists of two independent control units. As a result, each mechanical friction brake can be redundantly actuated via the primary and secondary systems. This enables wheel-specific brake force control in the event of single faults through redundant energy and signal transmission to the wheel, thereby increasing the availability of safety-critical braking functions such as ESC. In addition, options for a second, additional fallback level can be implemented to achieve a safe vehicle state in the event of further faults.

[0020] 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. This makes it possible for both a driver, for example via the service brake sensor (foot brake pedal) and parking brake sensor (parking brake switch), as well as a virtual driver to communicate redundantly with the braking system and request deceleration via the fieldbus interface.

[0021] Preferably, each of the brake actuator devices has at least one electromechanical locking mechanism to ensure that each of the wheels is locked 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 is actuated by one of the first brake controls, and wherein a second parking brake mechanism is actuated by one of the second brake controls.

[0022] Preferably, the energy supply devices and / or the brake actuators of a brake actuator device are each of the same type. Thus, the primary system and the secondary system are of the same type and provide the same functionalities. A failure of a component in one of the systems can be compensated for by the other system taking over. Alternatively, the energy supply devices and / or the brake actuators of a brake actuator device are different from each other. This allows, for example, the energy storage device and electric motor for the secondary system to be designed in a cost-optimized manner, with the secondary system being configured to cover functionality according to a fallback scenario. This can ensure, for example, minimal vehicle deceleration in order to comply with legal regulations.

[0023] Preferably, a first subset of the brake controllers comprises an extended brake control unit, wherein the extended brake control unit comprises a fieldbus interface, the first subset of the brake controllers is connected to a second subset of the brake controllers for transmitting control signals and is connectable to a vehicle bus via the fieldbus interface, and wherein the extended brake control unit forms the control device. This embodiment enables an extended fallback level for the secondary system. For this purpose, an electrical motor controller is functionally extended by implementing rudimentary brake logic in the form of the extended brake control unit.The extended brake control unit can communicate with a virtual driver via the vehicle bus as well as with at least one other connected brake controller to receive corresponding control signals from the fieldbus interface and / or transmit them to the connected brake controller. This allows safety-relevant driving maneuvers to be performed in certain critical multiple-fault scenarios, such as failure of the primary and secondary system control devices, so that the vehicle can be decelerated and safely stopped.

[0024] Preferably, the electromechanical braking system comprises 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 of the second electronic brake controllers for supplying electrical energy, the third system control device is connected to each of the first electronic brake controllers for transmitting control signals, and the third system control device forms the control device. In another embodiment, the third energy supply device is not part of the braking system, but can, for example, also be primarily assigned to the steering system and used by the braking system when necessary. In this case, the third energy supply device is connectable to the braking system.In these preferred embodiments, an extended, independent fallback level for the secondary system is implemented based on the primary system and the secondary system. This fallback level consists of an additional system controller with a dedicated energy storage device. Independent redundancy is achieved by enabling communication between the third system controller and both the virtual driver via the vehicle bus and the wheel brakes, i.e., the brake controllers, independently of the primary and secondary system controllers. This fallback level ensures high system availability and is particularly suitable for highly automated driving applications and driving maneuvers in which an immediate stop of the vehicle is undesirable in the event of critical single errors or the failure of the primary system.

[0025] Preferably, the third power supply device is connected to the first power supply device and the second power supply device for supplying electrical energy. The third power supply device is supplied with energy from the upstream first power supply device and the upstream second power supply device. This allows a defined amount of energy and power to be provided in the event of a failure of the primary and secondary systems.

[0026] Preferably, each of the energy supply devices has an electrical output configured to electrically connect the energy storage device to a vehicle system different from the electromechanical braking system. This makes it possible for the energy storage devices to be used for additional vehicle systems, for example steering systems and / or communication systems. The prioritization of the connected systems can be carried out either by one of the system control devices and / or a virtual driver via a vehicle bus. 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 sets of windings. In these embodiments, each of the brake actuator devices comprises a so-called dual motor for actuating the brake.This makes it possible for each energy storage unit and each motor winding of the electric dual motor to cover the requirement for maximum transmittable braking force with high control dynamics.

[0027] Preferably, the electronic brake controllers are configured such that each of the electromechanical brake actuator devices can be controlled by one of the first plurality of electronic brake controllers and by one of the second plurality of electronic brake controllers. 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 controllers, namely by one of the first plurality of electronic brake controllers and by one of the second plurality of electronic brake controllers.

[0028] According to one aspect of the 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 the features described as advantageous and / or optional in order to achieve an associated technical effect.

[0029] In other words, one embodiment of the invention can be summarized as follows: The invention describes a braking system with electromechanical brakes (EMB) on at least one axle. The braking system can be configured such that, in addition to a primary system of the service braking system, a fully redundant secondary system with optionally the same braking performance and functionality is provided. In addition to the secondary system, an additional fallback level can be provided in various designs depending on the application. It is envisaged that, in particular, a virtual driver has access to all levels of the braking system in order to implement vehicle operation in automated / autonomous driving applications.

[0030] Further advantages and features of the invention as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

[0031] Fig. 1 is a schematic representation of an electromechanical braking system;

[0032] Fig. 2 is a schematic representation of an electromechanical braking system according to an embodiment of the invention;

[0033] Fig. 3 is a schematic representation of an electromechanical braking system according to a further embodiment of the invention;

[0034] Fig. 4 is a schematic representation of an electromechanical braking system according to a further embodiment of the invention; and

[0035] Fig. 5 is a schematic representation of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention.

[0036] Figure 1 shows a schematic representation of an electromechanical braking system 10.

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

[0038] As shown in Figure 1, the electromechanical braking system 10 is designed for use in a vehicle 100a, 100b (not shown in Figure 1) having a front axle 111 and a rear axle 112. Two steerable front wheels 113 are arranged on the front axle 111. Four rear wheels 114 arranged as twin wheels are arranged on the rear axle 112.

[0039] Each of the axles 111, 112 or each of the wheels 113, 114 can be braked by the braking 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 braking system 10.

[0040] The electromechanical braking system 10 comprises a first energy supply device 20 and a second energy supply device 21. 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 each connected to a system energy supply device 23, as illustrated by solid lines. The system energy supply device 23 is, for example, a vehicle-mounted, in particular rechargeable, battery. The first energy supply device 20 and the second energy supply device 21 are batteries and / or capacitors included in the braking system 10 for storing and providing electrical energy E for the braking system 10.

[0041] The electromechanical braking system 10 comprises a first system control device 30 and a second system control device 31. The system control devices 30, 31 each have a fieldbus interface 50 for connecting the system control device 30, 31 to a vehicle bus 52. The fieldbus interfaces 50 are, in particular, CAN interfaces, and the vehicle bus 52 is a CAN bus. The vehicle bus 52 can transmit control signals S from a vehicle-side control unit 53, for example, an electronic control unit (ECU), to each of the system control devices 30, 31 via the fieldbus interfaces 50. The system control devices 30, 31 each comprise a data processing device with a processor and a memory (not shown) for processing the control signals S. The system control devices 30, 31 are interconnected for transmitting and / or receiving control signals S among themselves.For example, the system control devices 30, 31 can transmit status queries and status information relating to the functionality and / or a fault in a primary and / or secondary system. The first system control device 30 is connected to a first input means 60 and a second input means 61 for receiving control signals S. The second system control device 31 is connected to the second input means 61 for receiving control signals S. The input means 60, 61 are arranged on the vehicle side and can be actuated by a driver of the vehicle 100a, 100b to input control signals S for braking. The input means 60, 61 can comprise a gradually adjustable sensor and / or a switch.

[0042] The electromechanical braking system 10 comprises a first plurality of electronic brake controllers 40a and a second plurality of electronic brake controllers 40b. The first energy supply device 20 is connected to the first system control device 30 and to each of the first electronic brake controllers 40a for supplying electrical energy E, as illustrated by solid lines. Similarly, the second energy supply device 21 is connected to the second system control device 31 and to each of the second electronic brake controllers 40b for supplying electrical energy E. The first system control device 30 is connected to each of the first electronic brake controllers 40a for transmitting control signals S, as illustrated by dashed lines.The second system control device 30 is connected to each of the second electronic brake controllers 40b for transmitting control signals S, as illustrated by dashed lines. The first plurality of electronic brake controllers 40a is different from the second plurality of electronic brake controllers 40b.

[0043] Each of the electronic brake controllers 40a, 40b is configured to control one of the electromechanical brake actuator devices 41. The electronic brake controllers 40a, 40b are configured such that each of the electromechanical brake actuator devices 41 can be controlled by one of the first plurality of electronic brake controllers 40a and by one of the second plurality of electronic brake controllers 40b. Thus, each brake actuator device 41 can be controlled redundantly. Each of the brake actuator devices 41 has two mutually redundant brake actuators 42, 43. A first of the brake actuators 42 can be actuated by one of the first electronic brake controllers 40a, and a second of the brake actuators 43 can be actuated by one of the second electronic brake controllers 40b. Each of the brake actuators 42, 43 acts on a 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 controls 40a and one of the second plurality of electronic brake controls 40b is configured to be controlled by a control signal S for braking the respective wheel 113, 114.

[0044] The first energy supply device 20, the first system control device 30, and the first electronic brake controllers 40a form a primary system. The second energy supply device 21, the second system control device 31, and the second electronic brake controllers 40b form a secondary system. The primary system and the secondary system are mutually redundant systems. Thus, each mechanical friction brake can be actuated redundantly via the primary and secondary systems. This enables wheel-specific brake force control in the event of single faults through the redundant energy transmission E and signal transmission S to the wheel 113, 114. In addition, options for a second, additional fallback level can be implemented (see Figures 2 and 3) to achieve a safe vehicle state in the event of further faults.

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

[0046] Figure 2 shows a schematic representation of an electromechanical braking system 10 according to an embodiment of the invention. The embodiment of the electromechanical braking system 10 according to Figure 2 is based on the embodiment of the electromechanical braking system 10 according to Figure 1 and will be described with regard to the differences from Figure 1.

[0047] The electromechanical braking system 10 has a first subset of brake controllers 45. In the example shown, the first subset of brake controllers 45 is provided by the second brake controller 40b on the rear axle at the right-hand wheels 114 in the direction of travel. The first subset of brake controllers 45 has an extended brake control unit 47. The extended brake control unit 47 forms a control device 32, 47, which is connected to one of the second electronic brake controllers 40b for transmitting control signals S. A rudimentary brake logic is implemented in the extended brake control unit 47. For this purpose, the extended brake control unit 47 comprises a data processing device and a memory (not shown). The extended brake control unit 47 has a fieldbus interface 50 for receiving control signals S via a vehicle bus 52.The first subset of brake controllers 45 is connected to a second subset of brake controllers 46 for transmitting control signals S. In the example shown, the second subset of brake controllers 46 is provided by the second brake controller 40b on the rear axle at the wheels 114 on the left in the direction of travel. In other words, the first subset of brake controllers 45 comprises the extended brake control unit 47. The second subset of brake controllers 46 is connected to the extended brake control unit 47 for receiving control signals S. The extended brake control unit 47 can thus receive a control signal S via the vehicle bus 52 and accordingly actuate the second brake controller 40b on the rear axle 112 independently of the first system control device 30 and the second system control device 31. This achieves improved redundancy and also compensates for multiple errors.

[0048] The extended brake control unit 47 is connected to the first system control device 30 and to the second system control device 31 for transmitting control signals S. For example, status queries and status information relating to the functionality and / or a fault in the primary system, secondary system, and / or in the extended brake control unit 47 can be transmitted between the extended brake control unit 47 and the system control devices 30, 31.

[0049] Figure 3 shows a schematic representation of an electromechanical braking system 10 according to a further embodiment of the invention. The embodiment of the electromechanical braking system 10 according to Figure 3 is based on the embodiment of the electromechanical braking system 10 according to Figure 1 and will be described with regard to the differences from Figure 1. The electromechanical braking 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 brake controllers 40b for supplying electrical energy E. The third system control device 32 is connected to each of the first electronic brake controllers 40b for transmitting control signals S.The third system control device 32 forms a control device 32, 47, which is connected to each of the second electronic brake controllers 40b for transmitting control signals S. This implements a second fallback level that can compensate for errors in the primary system and the secondary system.

[0050] The third energy supply device 22 is connected to the first energy supply device 20 and to the second energy supply device 21 for supplying electrical energy E. The third energy supply device 22 is supplied with energy from the upstream first energy supply device 20 and the upstream second energy supply device 21.

[0051] Figure 4 shows a schematic representation of an electromechanical braking system 10 according to another embodiment of the invention. The embodiment of the electromechanical braking system 10 according to Figure 4 is based on the embodiment of the electromechanical braking system 10 according to Figure 2 and will be described with regard to the differences from Figure 2.

[0052] Each of the brake actuator devices 41 has a brake actuator 42 with two sets of windings 49a, 49b configured to be redundant with respect to one another. Each of the windings 49a, 49b is configured to actuate the brake actuator 42 when supplied with electrical energy. A first of the set of windings 49a can be supplied with electrical energy by one of the first electronic brake controllers 40a, and a second of the set of windings 49b can be supplied with electrical energy by one of the second electronic brake controllers 40b. Each of the brake actuators 42 acts on a 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 controls 40a and one of the second plurality of electronic brake controls 40b is configured to be controlled by a control signal S for braking the respective wheel 113, 114.

[0053] Analogously, the brake actuators 41 described with reference to Figure 4 can also be used in an embodiment according to Figure 3.

[0054] Figure 5 shows a schematic representation of a vehicle 100a, in particular a commercial vehicle 100b, according to an embodiment of the invention.

[0055] The vehicle 100a, 100b is an automated or semi-autonomous and / or autonomous vehicle 100a, 100b. The vehicle 100a, 100b is configured to be (partially) automatically operated and to perform driving maneuvers in a (partially) automated manner. The vehicle 100a, 100b is configured to (partially) automatically apply a brake of the vehicle 100a, 100b.

[0056] The vehicle 100a, 100b comprises an electromechanical braking system 10 as described with reference to one of Figures 1 to 4, wherein the electromechanical braking system 10 in the embodiment shown has three energy supply devices 20, 21, 22. Each of the energy supply devices 20, 21, 22 has an electrical output 51 configured to electrically connect the energy storage device 20, 21, 22 to a vehicle system 110 different from the electromechanical braking system 10.

[0057] Reference symbol (part of the description)

[0058] 10 Electromechanical braking system

[0059] 20 first energy supply facility

[0060] 21 second energy supply facility

[0061] 22 third energy supply facility

[0062] 23 System energy supply facility

[0063] 30 first system control device

[0064] 31 second system control device

[0065] 32 third system control device

[0066] 40a electronic brake control

[0067] 40b electronic brake control

[0068] 41 electromechanical brake actuator device

[0069] 42 Brake actuator

[0070] 43 Brake actuator

[0071] 44 electromechanical locking mechanism

[0072] 45 first subset of brake controls

[0073] 46 second subset of brake controls

[0074] 47 extended brake control unit

[0075] 48 brake caliper

[0076] 49a Number of windings

[0077] 49b Number of windings

[0078] 50 fieldbus interface

[0079] 51 electrical output

[0080] 52 vehicle bus

[0081] 53 Control unit

[0082] 60 first input device

[0083] 61 second input device

[0084] 100a vehicle

[0085] 100b commercial vehicle

[0086] 110 Vehicle system 111 Front axle

[0087] 112 rear axle

[0088] 113 front wheel

[0089] 114 rear wheel

[0090] E Energy

[0091] S control signal

Claims

Patent claims 1. Electromechanical braking system (10) for a vehicle (100a), in particular a commercial vehicle (100b), comprising - a first energy supply facility (20) and a second energy supply facility (21) , - a first control device (30) and a second control device (31) , - a plurality of electromechanical brake actuator devices (41 ), - a first plurality of electronic brake controllers (40a) and a second plurality of electronic brake controllers (40b), each of the electronic brake controllers (40a, 40b) being configured to control one of the electromechanical brake actuator devices (41), wherein - the first power supply device (20) for supplying electrical energy (E) is connected to the first system control device (30) and to each of the first electronic brake controllers (40a), and the first system control device (30) for transmitting control signals (S) is connected to each of the first electronic brake controllers (40a), and - the second power supply device (21) for supplying electrical energy (E) is connected to the second system control device (31) and to each of the second electronic brake controls (40b), and the second system control device (30) for transmitting control signals (S) is connected to each of the second electronic brake controls (40b), characterized in that - the electromechanical braking system (10) has a control device (32, 47) wherein the control device (32, 47) is connected to at least one of the first electronic brake controllers (40a) and / or one of the second electronic brake controllers (40b) for transmitting control signals (S).

2. Electromechanical braking system according to claim 1, wherein - each of the system control devices (30, 31, 32) has a fieldbus interface (50).

3. Electromechanical braking system according to claim 2, wherein - each of the brake actuator devices (41) has at least one electromechanical locking mechanism (44).

4. Electromechanical braking system according to one of the preceding claims, wherein - the power supply devices (20, 21) and / or the brake actuators (42, 43) of a brake actuator device (41) are each of the same type or different from each other.

5. Electromechanical braking system according to one of the preceding claims, wherein - a first subset of the brake controls (45) has an extended brake control unit (47), wherein - the extended brake control unit (47) has a fieldbus interface (50), - the first subset of brake controllers (45) for transmitting control signals (S) is connected to a second subset of brake controllers (46) and can be connected to a vehicle bus (52) via the fieldbus interface (50), and wherein - the extended brake control unit (47) forms the control device (32, 47).

6. Electromechanical braking system according to one of the preceding claims, wherein - the electromechanical braking system (10) comprises a third power supply device (22) and a third system control device (32), wherein - the third power supply device (22) for supplying electrical energy (E) is connected to the third system control device (32) and to each of the second electronic brake controllers (40b), the third system control device (32) for transmitting control signals (S) is connected to each of the first electronic brake controllers (40b), and wherein - the third system control device (32) forms the control device (32, 47).

7. Electromechanical braking system according to claim 6, wherein - the third power supply facility (22) for the supply of electrical energy (E) is connected to the first power supply facility (20) and to the second power supply facility (21).

8. Electromechanical braking system according to one of the preceding claims, wherein - each of the energy supply devices (20, 21, 22) has an electrical output (51) which is designed to electrically connect the energy storage device (20, 21, 22) to a vehicle system (1 10) different from the electromechanical braking system (10).

9. Electromechanical braking system according to one of the preceding claims, wherein - 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 sets of windings (49a, 49b).

10. Electromechanical braking system according to one of the preceding claims, wherein - the electronic brake controls (40a, 40b) are arranged such that each of the electromechanical brake actuator devices (41) can be controlled by one of the first plurality of the electronic brake controls (40a) and by one of the second plurality of the electronic brake controls (40b). 1 1. Vehicle (100a), in particular commercial vehicle (100b), comprising an electromechanical braking system (10) according to one of the preceding claims.

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