EMB ERJ 190/195 Captain reported multiple systems failures during cruise. The flight crew elected to make a precautionary landing at a diversion airport.

Narrative

We were at cruise altitude FL370 enroute from ZZZ to ZZZ1. This was our 3rd leg on day 1 of 3. With no inputs to any system; the auto pilot; auto throttles and captain's FMS failed. I took manual control of the aircraft and we both focused on the trim setting as we wanted to make sure that the autopilot didn't fail because of a possible trim runaway. The trim system was operating normally and we saw the EICAS display RH BRK FAULT and LH BRK FAULT messages in cyan. We followed SOP; I continued flying the plane while the FO ran the QRH (Quick Reference Handbook). ATC gave us a decent and I went ahead and followed that instruction. Besides my FMS not working and the EICAS messages; the airplane was flying fine. We were in VMC day conditions so I felt comfortable re-engaging the autopilot and auto throttles. They re-engaged with no problem; for the time being. This allowed us time to come up with a plan of action. We ran the numbers for landing based on QRH performance data; and realized that ZZZ1 would not work. Usable distance is 5;862 feet on Runway X and our computed distance based on the QRH was 6;568 feet.We decided that ZZZ2 and ZZZ3 would be suitable; but not preferable since we don't have ground ops personnel to assist with customers upon arrival. Also; we were approaching ZZZ4 and it is a suitable landing distance on Runway XX. Once again the autopilot and auto throttle failed; and the fault messages were still present. We were given an additional decent by center and we asked to delay the decent because we may have to divert to ZZZ4 and advised them of our situation. ATC wanted us to let them know before we got north of ZZZ4 as this would help with coordinating. We said we would let them know. Since my FMS wasn't working and the FO's FMS showed ACARS NO COMM; I tried to contact dispatch via ARINC. For whatever reason; we could not get in touch with ARINC on numerous attempts on various frequencies for the area. We were getting closer to ZZZ4 so we decided we would divert there but needed more time to prepare for the approach and further communicate with inflight and customers. ATC cleared us to the ZZZ4 VOR to hold until we were ready to commence the approach. I also asked if they could try to get in touch with Company to let them know of our diversion; they said they would try.The FO took over radio and flight controls while I ran the QRH to make sure the numbers looked good and he verified the information after my computation was completed. This way we both had an opportunity to make sure we reviewed the QRH and performance data. I called back to [the Flight Attendants] to clarify our situation and advised them it was a code yellow and evacuation was not planned. I told them of the indications we had up front and that we were diverting to ZZZ4 and gave them an approximate time frame. I made a PA to the customers and told them we had a brake indication message and would require a longer runway than ZZZ1 has to land on therefore we would be diverting to ZZZ4. After I got done with the PAs; we transferred control of A/C back to me and the first officer suggested calling ZZZ4 ops directly via ops frequency to let them know we are diverting there. He made the call while in the hold over ZZZ4. The autopilot and auto throttles were engaged once again as we descended into the hold because for unknown reasons; all messages cleared and my FMS started to work. The aircraft was back to normal. I sent a message via ACARS that we were diverting. We received a reply for more information and I asked the FO to reply back with brief but more details for our diversion.Once we had completed all checklists and setup for the ILS XX; we confirmed with each other that even though the problem was cleared; we were committed to ZZZ4 for numerous reasons: fuel and the possibility that the messages could pop up again were on top of our list. Before leaving the hold; I called back to inflight again to tell them that we were about to commencethe approach and would be on the ground in approx 10 minutes and made a PA to the customers stating the same. We than advised ATC we were ready to start our approach into ZZZ4. We were instructed to leave the hold and vectored to final for Runway XX. We had a long final and I told the FO I plan on configuring early to give us time to see if anything goes wrong or pops up on the EICAS. We were handed off to ZZZ4 Tower and they advised CFR would be standing by and we were given a clearance to land. With automation engaged; I started slowing and configuring the aircraft: Flaps 1;2;3;4 gear down. Once gear was selected down; the autopilot; auto throttles; RH BRK FAULT; LH BRK FAULT and my FMS failed again. Since we had already discussed this possibility; we continued with the approach and set flaps full as required by the QRH and landed the plane on Runway XX. Upon touchdown; 13 other messages popped up on the EICAS; but the brakes felt satisfactory for a smooth deceleration. We taxied off the runway and CFR met the aircraft on the taxiway and did an inspection; specifically on the brake temps. Once cleared by them; we continued to the gate with them following us. One of the messages of concern was STEER FAULT in cyan; so we wanted to make sure we didn't have any issues taxing to the gate. We proceeded slowly and cautiously to [the gate] without further incident. The customers deplaned and flight eventually canceled.