Autonomous emergency braking device for vehicle

Abstract

An autonomous emergency braking apparatus for a host vehicle is provided, the autonomous emergency braking apparatus having one or more sensors that provide one or more sensor signals indicative of a state of at least one vehicle adjacent to the host vehicle. The autonomous emergency braking apparatus comprises: a vehicle controller arranged to (i) monitor one or more sensor signals indicative of a state of at least one vehicle adjacent to a host vehicle, and (ii) in the event of a collision of the host vehicle with a vehicle in front of the host vehicle, at least one control signal for controlling a degree of deceleration of the host vehicle is provided based on a state of at least one vehicle adjacent to the host vehicle.

Description

Technical Field

[0001] The present application relates to vehicle emergency braking systems, and is particularly directed to autonomous emergency braking devices for vehicles such as commercial vehicles (eg, trucks). Background Art

[0002] Vehicle emergency braking systems for trucks are known. One type of vehicle emergency braking system for trucks is an autonomous emergency braking system, in which the brakes are applied in response to detection of a truck collision.

[0003] Collision mitigation systems for reducing the severity of a collision or potential collision with a vehicle ahead are also known. In known collision mitigation systems, the brakes may be applied continuously if necessary.

[0004] Despite the advances that have been made, those skilled in the art continue to conduct research and development efforts in the field of vehicle emergency braking systems and collision mitigation systems, such as those used in trucks. Summary of the invention

[0005] According to one embodiment, an autonomous emergency braking device for a host vehicle is provided, the autonomous emergency braking device having one or more sensors that provide one or more sensor signals indicative of a state of at least one vehicle adjacent to the host vehicle. The autonomous emergency braking device includes: a vehicle controller arranged to (i) monitor the one or more sensor signals indicative of a state of at least one vehicle adjacent to the host vehicle, and (ii) provide at least one control signal for controlling a degree of deceleration of the host vehicle based on the state of at least one vehicle adjacent to the host vehicle in the event that the host vehicle collides with a vehicle ahead of the host vehicle.

[0006] According to another embodiment, an autonomous emergency braking device for a host vehicle is provided. The autonomous emergency braking device includes at least one sensor mounted on the host vehicle and arranged to detect a potential or actual collision of the host vehicle with a vehicle in front of the host vehicle, and to provide a collision signal indicative thereof. The device also includes a first traffic sensor mounted on the host vehicle and arranged to detect a speed of a first moving vehicle adjacent to the host vehicle, and to provide a first speed signal indicative thereof. The device further includes a control component for controllably decelerating the host vehicle based on the first speed signal when the collision signal is provided.

[0007] According to yet another embodiment, an autonomous emergency braking device for a host vehicle is provided. The autonomous emergency braking device includes at least one sensor mounted on the host vehicle and arranged to detect a potential or actual collision of the host vehicle with a vehicle ahead of the host vehicle, and to provide a collision signal indicative thereof. The autonomous emergency braking device also includes a vehicle controller arranged to (i) monitor the at least one sensor, and (ii) when the at least one sensor provides a collision signal indicating a collision of the host vehicle with the vehicle ahead of the host vehicle, provide at least one control signal for controlling the degree of deceleration of the host vehicle based on a relative speed difference between the host vehicle and the vehicle ahead of the host vehicle.

[0008] According to yet another embodiment, an autonomous emergency braking method for a host vehicle is provided in the event that the host vehicle collides with a vehicle in front of the host vehicle. The method includes controllably decelerating the host vehicle based on the speed of one or more moving vehicles adjacent to the host vehicle. The method also includes determining how long to controllably decelerate the host vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is a schematic block diagram illustrating an example autonomous emergency braking apparatus constructed in accordance with an embodiment.

[0010] Figure 2 is a diagram describing the operation according to the embodiment Figure 1 A flow chart of an example method of an autonomous emergency braking device.

[0011] Figure 3 is a diagram illustrating the operation according to another embodiment Figure 1 A flow chart of an example method of an autonomous emergency braking device. DETAILED DESCRIPTION

[0012] The present application is directed to an autonomous emergency braking device for a vehicle. The specific configuration of the autonomous emergency braking device may vary. It is to be understood that the following disclosure provides multiple embodiments or examples for implementing different features of various embodiments. Specific examples of components and arrangements are described to simplify the present disclosure. These are merely examples and are not intended to be limiting.

[0013] refer to Figure 1 , illustrates a schematic block diagram showing an example autonomous emergency braking device 100 constructed in accordance with an embodiment. The autonomous emergency braking device 100 may be embodied in a host vehicle (not shown), such as a truck.

[0014] The autonomous emergency braking apparatus 100 includes a plurality of devices 120 that provide a plurality of output signals indicating a corresponding plurality of traffic factors around the host vehicle. The devices 120 include, but are not limited to, traffic measurement devices such as a forward-looking radar 122, a forward-looking camera 124, a left-looking radar 126, a right-looking radar 128, a lidar sensor 130, and a laser sensor 132. Each of the devices 120 provides a corresponding output signal indicating a traffic factor around the host vehicle.

[0015] The forward-looking radar 122 and the forward-looking camera 124 work together to provide one or more output signals indicating one or more traffic factors associated with any vehicle that may be in front of the host vehicle and traveling in the same lane as the host vehicle. The left-looking radar 126 provides one or more output signals indicating one or more traffic factors associated with any vehicle that may be traveling in an adjacent lane to the left of the host vehicle. Similarly, the right-looking radar 128 provides one or more output signals indicating one or more traffic factors associated with any vehicle that may be traveling in an adjacent lane to the right of the host vehicle.

[0016] The lidar sensor 130 can assist in radar detection and camera detection. As an example, the lidar sensor 130 provides one or more output signals indicating one or more traffic factors associated with any vehicle that may be traveling in an adjacent lane near the host vehicle. The laser sensor 132 can also assist in radar detection and camera detection. As an example, the laser sensor 132 provides one or more output signals indicating one or more traffic factors associated with any vehicle that may be traveling in an adjacent lane near the host vehicle. The structure and operation of the device 120 are known and conventional, and therefore will not be described.

[0017] The autonomous emergency braking apparatus 100 also includes a vehicle controller 140 in the form of an electronic controller unit that is arranged to monitor output signals from the device 120 indicative of a plurality of traffic factors surrounding the host vehicle. The device 120 may be hardwired to the vehicle controller 140 or communicate with the vehicle controller 140 via a controller area network (CAN) bus, or a combination of both. The vehicle controller 140 provides one or more control signals based on control logic 142 stored in a data storage unit of the vehicle controller 140. In some implementations, the vehicle controller 140 may include a Bendix Fusion ECU commercially available from Bendix Commercial Vehicle Systems, LLC, located in Avon, Ohio. TM Controllers used in advanced driver assistance systems.

[0018] like Figure 1 As shown in FIG. 1 , the vehicle controller 140 provides a control signal on line 144 to a brake controller 150, which in turn provides a control signal on line 152 to control the foundation brakes 154 of the host vehicle. The vehicle controller 140 also provides a control signal on line 146 to a powertrain controller 160, which in turn provides a control signal on line 162 to control the engine retarder 164 of the host vehicle. The powertrain controller 160 also provides a control signal on line 166 to control the throttle limiter 168 of the host vehicle. The structure and operation of the foundation brakes 154, the engine retarder 164, and the throttle limiter 168 are known and conventional, and therefore will not be described.

[0019] According to aspects of the present disclosure, the vehicle controller 140 monitors the output signal from the device 120 and provides one or more control signals to the brake controller 150 and the powertrain controller 160 to controllably decelerate the host vehicle in the event that the host vehicle collides (or may potentially collide) with a vehicle that is ahead of the host vehicle and traveling in the same lane as the host vehicle. Notably, at the moment of impact with the vehicle ahead, the host vehicle is controllably decelerated based on the speed of traffic surrounding the host vehicle. The traffic surrounding the host vehicle includes any vehicle that may be traveling in an adjacent lane to the left of the host vehicle or any vehicle that may be traveling in an adjacent lane to the right of the host vehicle.

[0020] In an example implementation, a forward sensor including a combination of a forward-looking radar 122 and a forward-looking camera 124 is mounted on a host vehicle and is arranged to detect a potential or actual collision of the host vehicle with a vehicle in front of the host vehicle. In response to detecting a potential or actual collision, a collision signal indicative thereof from the combination of the forward-looking radar 122 and the forward-looking camera 124 is provided to a vehicle controller 140.

[0021] A first traffic sensor including a left-looking radar 126 is mounted on the host vehicle and arranged to detect the speed of a first moving vehicle adjacent to the left side of the host vehicle and provide a first speed signal indicative thereof. A second traffic sensor including a right-looking radar 128 is mounted on the host vehicle and arranged to detect the speed of a second moving vehicle adjacent to the right side of the host vehicle and provide a second speed signal indicative thereof. The first and second speed signals are processed to provide a traffic speed signal.

[0022] When a potential or actual collision of the host vehicle with a vehicle ahead of the host vehicle is detected (as indicated by the collision signal), the host vehicle is controllably decelerated based on the traffic speed signal. In some implementations, the host vehicle is controllably decelerated based on only the first speed signal from the left-looking radar 126 or only the second speed signal from the right-looking radar 128. In some implementations, the first and second speed signals are averaged to provide the traffic speed signal. Therefore, in the latter implementation, the host vehicle is controllably decelerated based on the average of the first and second speed signals.

[0023] According to another aspect of the present disclosure, the vehicle controller 140 of the main vehicle is arranged to monitor one or more sensor signals indicating the state of at least one vehicle adjacent to the main vehicle. The at least one vehicle adjacent to the main vehicle may include a vehicle in an adjacent lane to the left of the main vehicle or a vehicle in an adjacent lane to the right of the main vehicle, or both. For example, the state of at least one vehicle may include the presence of the vehicle or the speed of the vehicle. In the event that the main vehicle collides with a vehicle in front of the main vehicle and in the same lane as the main vehicle, at least one control signal is provided for controlling the degree of deceleration of the main vehicle (i.e., extending or continuing the deceleration) based on the state of at least one vehicle adjacent to the main vehicle (e.g., next to the main vehicle).

[0024] At the moment of impact of the host vehicle with the vehicle in front of the host vehicle, the degree of deceleration of the host vehicle is based on the state of any vehicles that may be traveling in the adjacent lane to the left of the host vehicle and the state of any vehicles that may be traveling in the adjacent lane to the right of the host vehicle. The state of the vehicle can be associated with the speed of that particular vehicle relative to the speed of the host vehicle. The speed of the particular vehicle and the speed of the host vehicle can be compared to each other so that Figure 1 The vehicle controller 140 shown in FIG. 1 provides control signals to a brake controller 150 on line 144 and to a powertrain controller 160 on line 146 .

[0025] The brake controller 150 in turn provides a foundation brake control signal on line 152 to a foundation brake 154. The powertrain controller 160 in turn provides an engine deceleration control signal on line 162 to an engine retarder 164 and a throttle limit control signal on line 166 to a throttle limiter 168. The foundation brake 154, the engine retarder 164 and the throttle limiter 168 are controlled by the vehicle controller 140, the brake controller 150 and the powertrain controller 160 in combination to provide means for controlling the degree of deceleration of the host vehicle. It is contemplated that the foundation brake 154 provides the majority of the degree of deceleration of the host vehicle. Thus, in response to the host vehicle colliding or potentially colliding with a vehicle ahead of the host vehicle and in the same lane as the host vehicle, the degree of deceleration of the host vehicle is controlled based on the speed of any vehicle that may be traveling in an adjacent lane to the left of the host vehicle and the speed of any vehicle that may be traveling in an adjacent lane to the right of the host vehicle.

[0026] According to another aspect of the present disclosure, the vehicle controller 140 provides at least one control signal for controlling the degree of deceleration of the host vehicle based on the relative speed difference between the host vehicle and the vehicle in front of the host vehicle in the event that the host vehicle collides with the vehicle in front of the host vehicle. The relative speed difference is the speed of the host vehicle at the time of the collision impact minus the speed of the front vehicle at the time of the collision impact. When the relative speed difference is less than a predetermined speed threshold, the degree of deceleration is controlled (i.e., extended or continued).

[0027] refer to Figure 2 , flowchart 200 depicts the operation according to an embodiment Figure 1 An example method of an autonomous emergency braking device 100 of the present invention is shown. In block 210, a determination is made as to whether there is a vehicle in an adjacent lane to the left of the host vehicle. If the determination in block 210 is negative (i.e., there is no vehicle to the left of the host vehicle), the process proceeds to block 212, where a determination is made as to whether the time elapsed since the last vehicle was detected to the left of the host vehicle is less than a predetermined duration.

[0028] If the determination in block 212 is negative (i.e., the elapsed time is greater than the predetermined duration), the process proceeds to block 214 to indicate that in the event of a collision or potential collision of the host vehicle with a vehicle ahead of the host vehicle, the actions located at Figure 2The process then returns to block 210 to continue monitoring the left side of the host vehicle for the presence of vehicles that may be traveling in the adjacent lane. However, if the determination in block 212 is affirmative (i.e., the elapsed time is less than the predetermined duration), the process proceeds to block 216, where the speed of the last vehicle previously detected on the left side of the host vehicle is retrieved from memory or determined if necessary.

[0029] However, if the determination returned in frame 210 is positive (ie, there is currently a vehicle present in the adjacent lane to the left of the host vehicle), the process proceeds to frame 218. In frame 218, the speed of the vehicle present in the adjacent lane to the left of the vehicle is determined.

[0030] Similarly, in frame 220, a determination is made as to whether there is a vehicle in the adjacent lane to the right of the host vehicle. If the determination in frame 220 is negative (i.e., there is no vehicle to the right of the host vehicle), the process proceeds to frame 222, where a determination is made as to whether the time elapsed since the last vehicle was detected to the right of the host vehicle is less than a predetermined duration.

[0031] If the determination in block 222 is negative (i.e., the elapsed time is greater than the predetermined duration), the process proceeds to block 224 to indicate that in the event of a collision or potential collision of the host vehicle with a vehicle ahead of the host vehicle, the actions located at Figure 2 The process then returns to block 220 to continue monitoring the right side of the host vehicle for the presence of vehicles that may be traveling in the adjacent lane. However, if the determination in block 222 is affirmative (i.e., the elapsed time is less than the predetermined duration), the process proceeds to block 226, where the speed of the last vehicle previously detected on the right side of the host vehicle is retrieved from memory or determined if necessary.

[0032] However, if the determination returned in frame 220 is positive (ie, there is currently a vehicle present in the adjacent lane to the right of the host vehicle), the process proceeds to frame 228. In frame 228, the speed of the vehicle present in the adjacent lane to the right of the vehicle is determined.

[0033] After a determination is made as to whether there is a vehicle to the left of the host vehicle or a vehicle to the right of the host vehicle, the process proceeds to block 230 where the speed of the vehicle to the left of the host vehicle (the current vehicle or the last vehicle) is compared to the speed of the vehicle to the right of the host vehicle (the current vehicle or the last vehicle). The speed of the left vehicle is designated as “V left ”, while the speed of the vehicle on the right is specified as “V right Then in block 232, make a decision about V left and V right The determination of whether the absolute value of the difference between is less than a first predetermined speed threshold. For example, the first predetermined speed threshold may be in the range between approximately 15 miles per hour (mph) and 20 mph.

[0034] If the determination in box 232 is negative (i.e., the absolute difference is greater than the first predetermined speed threshold), the process returns to the beginning to continue monitoring the left and right sides of the host vehicle for the presence of vehicles in the adjacent lanes. However, if the determination in box 232 is positive (i.e., the absolute difference is less than the first predetermined speed threshold), the process proceeds to box 234. In box 234, V is calculated. left and V right and designate it as “V traffic ”. The process proceeds to box 236.

[0035] In block 236, a decision is made regarding V traffic 236 is greater than a second predetermined speed threshold. For example, the second predetermined speed threshold may be approximately 40 mph. If the determination in block 236 is negative (i.e., V traffic is less than a second predetermined speed threshold), the process proceeds to block 238 to indicate that in the event of a collision or potential collision between the host vehicle and the vehicle in front of the host vehicle, a collision may be performed at a location Figure 2 Therefore, whenever V traffic Below a second predetermined speed threshold (eg, 40 mph), the standard PCB procedure is in effect. The process then returns to the start to continue monitoring the left and right sides of the host vehicle for the presence of vehicles in adjacent lanes.

[0036] However, if the determination in block 236 is positive (ie, V traffic240. In block 240, a determination is made as to whether a frontal collision of the host vehicle is detected. If the determination is negative (i.e., a frontal collision is not detected), the process returns to the beginning to continue monitoring the left and right sides of the host vehicle for the presence of vehicles in adjacent lanes. However, if the determination is positive (i.e., a frontal collision is detected), the process proceeds to block 242.

[0037] In block 242, the velocity of the vehicle ahead of the host vehicle at the time of the collision impact (designated as “V front_impact ”) minus the host vehicle’s velocity at the moment of collision impact (designated as “V host_impact ”) to determine the relative velocity after the collision (designated as “V relative_impact ”). This determination is denoted as V relative_impact =V front_impact -V host_impact The process then proceeds to box 244.

[0038] In block 244, a determination is made regarding V relative_impact 242 is less than a third predetermined speed threshold. For example, the third predetermined speed threshold may be between approximately 10 mph and 30 mph. If the determination in block 242 is negative (i.e., V relative_impact is greater than the third predetermined speed threshold, and thus indicates a more severe collision), the process returns to the beginning to continue monitoring the left and right sides of the host vehicle for the presence of vehicles in adjacent lanes. However, if the determination in block 244 is positive (i.e., V relative_impact is less than a third predetermined speed threshold, and therefore indicates a less severe collision, such as a minor automobile accident), the process proceeds to box 248.

[0039] In block 248, the value designated as “V reduction The variable V is set equal to the allowed host vehicle continuous speed reduction after the collision impact moment, which will be described in more detail later. reduction is a configurable offset speed value and may be, for example, approximately 25 mph. reduction Other values ​​of are possible. The process then proceeds to block 250. In block 250, in response to the collision of the host vehicle with the vehicle ahead, an operation at a position Figure 2 The process proceeds to block 260.

[0040] In block 260, a determination is made regarding the host vehicle's current speed (designated "V host_current ”) plus V reduction Is the amount greater than the speed of the host vehicle at the time of the collision impact (i.e., whether (Vhost_current +V reduction )>V host_impact ) determination. If the determination in block 260 is positive (i.e., (V host_current +V reduction ) is greater than V host_impact ), the process proceeds to box 262 to continue running the standard PCB program, and then loops back to box 260 to continue comparing the quantity (V host_current +V reduction ) and V host_impact However, if the determination in block 260 is negative (ie, (V host_current +V reduction ) is less than V host_impact ), the process proceeds to block 264 to stop running the standard PCB program. The process then ends.

[0041] It should be obvious that in Figure 2 A determination is made in box 260 of the embodiment of the present invention as to how long (i.e., how long or how long) the host vehicle is to be controllably decelerated in response to the frontal collision that has been detected in box 240. The determination made in box 260 is based on the amount (V host_current +V reduction ) and V host_impact The difference (i.e., comparison) between them varies.

[0042] Offset speed value V reduction is unrestricted and allows V host_current and V host_impact The speed difference between is considered an acceptable difference so that the standard PCB procedure can continue to slow down the host vehicle (e.g. Figure 2 For example, if V reduction is set to a value of 10mph, the standard PCB program will continue to run, and therefore only the equivalent (V host_current +10mph) continues to be at least slightly greater than V host_impact The main vehicle will continue to decelerate.

[0043] However, if V reduction is set to a value of 20mph, the standard PCB program will continue to run, and therefore only the equivalent (V host_current +20mph) continues to be at least slightly greater than V host_impact Similarly, if V reduction is set to a value of 30mph, the standard PCB program will continue to run, and therefore only the equivalent (V host_current +30mph) continues at least slightly above V host_impactTherefore, the amount of time that the host vehicle is controllably decelerated after a collision impact (i.e., the extension or duration of the standard PCB program run) depends on the offset speed value V reduction And change according to it.

[0044] Offset speed value V reduction A number of features are provided. One feature is that the standard PCB program is provided with a new exit condition, wherein the standard PCB program will continue to run and only when (V host_current +V reduction )>V host_impact As an example, if the collision speed of the host vehicle is 60mph (i.e., V host_impact = 60 mph) and the offset speed value is 20 mph (i.e., V reduction =20mph), then once the current speed of the host vehicle (i.e., V host_current ) drops below 40mph, standard PCB procedures will exit and deceleration of the host vehicle will be cancelled.

[0045] Another feature is that V reduction Tools are provided for configuring how long or for how long a particular host vehicle should be decelerated in the event of a collision or potential collision. The type of particular leading vehicle with which the host vehicle collides may determine how long or for how long the host vehicle should be decelerated. For example, if the leading vehicle is a truck, then V reduction can have a value of 30 mph, if the vehicle ahead is a car, then V reduction may have a value of 20 mph, and if the vehicle ahead is a motorcycle, then V reduction may have a value of 10 mph. Thus, for the host vehicle in the event of a collision with the preceding vehicle being a truck (i.e., V host_impact ), the current speed of the main vehicle (i.e., V host_current ) will need to reach a lower speed than a car or motorcycle before exiting the standard PCB procedure and thereby stopping the deceleration of the host vehicle.

[0046] It should also be obvious that Figure 2 The blocks 202 to 234 shown in the flowchart of FIG. 1 depict the determination of the speed of the neighboring traffic in the lane adjacent to the host vehicle. Therefore, the determination of how long the host vehicle should be controllably decelerated is not only based on the offset speed value V reduction The speed of the host vehicle varies, and also varies according to the speed of neighboring traffic in lanes adjacent to the host vehicle.

[0047] refer to Figure 3 , flowchart 300 depicts the operation according to another embodiment Figure 1 An example method of an autonomous emergency braking device 100 of the present invention. In the event of a collision of a host vehicle with a vehicle in front of the host vehicle, an autonomous emergency braking method is provided for the host vehicle. In box 310, the host vehicle is controllably decelerated based on the speed of one or more moving vehicles adjacent to the host vehicle. Then in box 320, a determination is made as to how long the host vehicle is to be controllably decelerated. The process then ends.

[0048] In some embodiments, the determination of how long the host vehicle will be controllably decelerated includes extending how long the host vehicle is to be controllably decelerated based at least on a difference between a speed of a vehicle ahead of the host vehicle and a speed of the host vehicle at the moment of impact of a collision between the host vehicle and the vehicle ahead of the host vehicle.

[0049] In some embodiments, when the current speed of the main vehicle after the collision impact plus the configurable offset speed value is greater than the speed of the main vehicle at the moment of the collision impact, the deceleration of the main vehicle continues, and when the current speed of the main vehicle after the collision impact plus the configurable offset speed value is less than the speed of the main vehicle at the moment of the collision impact, the deceleration of the main vehicle is stopped.

[0050] In some embodiments, the speed of the moving vehicle adjacent to the left side of the host vehicle and the speed of the moving vehicle adjacent to the right side of the host vehicle are averaged to provide a traffic speed as an average of the speeds. In some embodiments, the host vehicle is controllably decelerated based on the traffic speed. In some embodiments, when the traffic speed is greater than a predetermined speed threshold, the host vehicle is controllably decelerated based on the traffic speed.

[0051] In some embodiments, the method is performed by a computer having a memory executing one or more programs of instructions tangibly embodied in a program storage medium readable by the computer.

[0052] Used to make Figure 1 The vehicle controller 140 shown in FIG. Figure 2 200 or Figure 3The program instructions for performing the operation steps of the flowchart 300 shown in FIG. 1 can be embedded in a memory inside the vehicle controller 140. Alternatively or additionally, the program instructions can be stored in a memory external to the vehicle controller 140. As an example, the program instructions can be stored in a memory inside different electronic controllers of the vehicle. The program instructions can be stored on any type of program storage medium, including but not limited to an external hard drive, a flash drive, and a compact disk. Depending on the characteristics of the specific electronic controller, the program instructions can be reprogrammed.

[0053] Aspects of the disclosed embodiments may be implemented in software, hardware, firmware, or a combination thereof. The various elements of the system may be implemented individually and in combination as a computer program product tangibly embodied in a machine-readable storage device for execution by a processor. The various steps of the embodiments may be performed by a computer processor executing a program tangibly embodied on a computer-readable medium to perform functions by operating on inputs and generating outputs. The computer-readable medium may be, for example, a memory, a transportable medium such as a compact disk or a flash drive, so that a computer program embodying aspects of the disclosed embodiments may be loaded onto a computer.

[0054] Although the above description describes the use of three electronic controllers 140, 150, 160, it is contemplated that any number of electronic controllers may be used. For example, the three controllers 140, 150, 160 may include a single integrated controller or two separate controllers, rather than three separate controllers. Furthermore, it is contemplated that any type of electronic controller may be used. Suitable electronic controllers for use in vehicles are known and therefore have not been described. Therefore, the program instructions of the present disclosure may be stored on a program storage medium associated with one or more electronic controllers.

[0055] Although the present invention has been illustrated by the description of example processes and system components, and although various processes and components have been described in detail, applicants do not intend that the scope of the appended claims be limited or in any way restricted to such details. Additional modifications will also be readily apparent to those skilled in the art. Therefore, the present invention in its broadest aspects is not limited to the specific details, implementations, or illustrative examples shown and described. Therefore, departures may be made from such details without departing from the spirit or scope of applicant's overall inventive concept.

Claims

1. An autonomous emergency braking device for a host vehicle, the autonomous emergency braking device having one or more sensors providing one or more sensor signals indicative of a state of at least one vehicle adjacent to the host vehicle, the autonomous emergency braking device comprising: A vehicle controller is arranged to (i) monitor the one or more sensor signals indicating the state of at least one vehicle adjacent to the host vehicle, and (ii) provide at least one control signal for controlling the degree of deceleration of the host vehicle based on the state of at least one vehicle adjacent to the host vehicle in the event that the host vehicle collides with a vehicle ahead of the host vehicle.

2. The autonomous emergency braking device according to claim 1, wherein: The state of the at least one vehicle adjacent to the host vehicle is associated with a speed of the at least one vehicle relative to a speed of the host vehicle.

3. The autonomous emergency braking device according to claim 2, wherein: The vehicle controller is arranged to provide the at least one control signal based on a comparison of the speed of the host vehicle and the speed of the at least one vehicle adjacent to the host vehicle.

4. The autonomous emergency braking device according to claim 1, wherein: The at least one control signal includes a combination of a foundation brake control signal, an engine deceleration control signal, and a throttle limit control signal.

5. The autonomous emergency braking device according to claim 1, further comprising: a brake controller arranged to provide a foundation brake control signal to foundation brakes of the host vehicle; as well as a powertrain controller arranged to (i) provide an engine retarder of the host vehicle with an engine retarder, and (ii) provide a throttle limit control signal to a throttle limiter of the host vehicle; The vehicle controller (i) provides a control signal to the brake controller so that the brake controller can control the base brake, and (ii) provides a control signal to the transmission controller so that the transmission controller can control the engine retarder and the throttle limiter, and thereby control the degree of deceleration of the main vehicle.

6. The autonomous emergency braking device according to claim 5, wherein: The brake controller, the powertrain controller, and the vehicle controller are each separate controllers.

7. The autonomous emergency braking device according to claim 1, wherein: The vehicle controller includes a controller for an advanced driver assistance system.

8. An autonomous emergency braking device for a host vehicle, the autonomous emergency braking device comprising: at least one sensor mounted on the host vehicle and arranged to detect a potential or actual collision of the host vehicle with a vehicle ahead of the host vehicle and to provide a collision signal indicative thereof; a first traffic sensor mounted on the host vehicle and arranged to detect a speed of a first moving vehicle adjacent to the host vehicle and to provide a first speed signal indicative thereof; as well as A control component is configured to controllably decelerate the host vehicle based on the first speed signal when the collision signal is provided.

9. The autonomous emergency braking device according to claim 8, further comprising: A second traffic sensor is mounted on the host vehicle and is arranged to detect a speed of a second moving vehicle adjacent to the host vehicle and to provide a second speed signal indicative thereof.

10. The autonomous emergency braking device according to claim 9, wherein: The first and the second speed signals are processed to provide a traffic speed signal.

11. The autonomous emergency braking device according to claim 10, wherein: The control component is arranged to controllably decelerate the host vehicle based on the traffic speed signal.

12. The autonomous emergency braking device according to claim 10, wherein: The first and the second speed signals are averaged to provide an average traffic speed signal.

13. The autonomous emergency braking device according to claim 8, wherein: The control component is arranged to controllably decelerate the host vehicle using foundation brakes of the host vehicle.

14. The autonomous emergency braking device according to claim 8, wherein: The control component is arranged to controllably decelerate the host vehicle using an engine retarder of the host vehicle.

15. The autonomous emergency braking device according to claim 8, wherein: The control component is arranged to controllably decelerate the host vehicle using a throttle limiter of the host vehicle.

16. The autonomous emergency braking device according to claim 8, wherein: The control component includes a combination of a brake controller, a powertrain controller and a vehicle controller.

17. An autonomous emergency braking device for a host vehicle, the autonomous emergency braking device comprising: at least one sensor mounted on the host vehicle and arranged to detect a potential or actual collision of the host vehicle with a vehicle ahead of the host vehicle and to provide a collision signal indicative thereof; as well as a vehicle controller arranged to (i) monitor the at least one sensor and (ii) provide at least one control signal for controlling a degree of deceleration of the host vehicle based on a relative speed difference between the host vehicle and the vehicle ahead of the host vehicle when the at least one sensor provides the collision signal indicating that the host vehicle has collided with the vehicle ahead of the host vehicle.

18. The autonomous emergency braking device according to claim 17, wherein: The relative speed difference is the speed of the host vehicle at the moment of collision impact subtracted from the speed of the leading vehicle at the moment of collision impact.

19. The autonomous emergency braking device according to claim 18, wherein: When the relative speed difference is less than a predetermined speed threshold, the at least one control signal is provided to control the degree of deceleration.

20. The autonomous emergency braking device according to claim 19, wherein: The predetermined speed threshold is between approximately 10 miles per hour and 30 miles per hour.

21. An autonomous emergency braking method for a host vehicle in the event of a collision between the host vehicle and a vehicle ahead of the host vehicle, the method comprising: controllably decelerating the host vehicle based on a speed of one or more moving vehicles adjacent to the host vehicle; as well as A determination is made as to how long the host vehicle is to be controllably decelerated.

22. The autonomous emergency braking method according to claim 21, wherein: Determining how long to controllably decelerate the host vehicle includes: How long the host vehicle is controllably decelerated is extended based at least on a difference between a speed of the vehicle in front of the host vehicle and a speed of the host vehicle at the moment of a collision impact of the host vehicle with the vehicle in front of the host vehicle.

23. The autonomous emergency braking method according to claim 22, further comprising: Continue to decelerate the host vehicle when the current speed of the host vehicle after the collision impact plus a configurable offset speed value is greater than the speed of the host vehicle at the time of the collision impact; and When the current speed of the host vehicle after a collision impact plus the configurable offset speed value is less than the speed of the host vehicle at the time of the collision impact, decelerating the host vehicle is stopped.

24. The autonomous emergency braking method according to claim 21, further comprising: The speed of the moving vehicles adjacent to the left side of the host vehicle and the speed of the moving vehicles adjacent to the right side of the host vehicle are averaged to provide a traffic speed that is an average of the speeds.

25. The autonomous emergency braking method according to claim 24, wherein: Controllably decelerating the host vehicle based on a speed of one or more moving vehicles adjacent to the host vehicle includes: The host vehicle is controllably decelerated based on the traffic speed.

26. The autonomous emergency braking method according to claim 25, wherein: Controllably decelerating the host vehicle based on the traffic speed includes: When the traffic speed is greater than a predetermined speed threshold, the host vehicle is controllably decelerated based on the traffic speed.

27. The autonomous emergency braking method according to claim 21, wherein: The method is performed by a computer having a memory executing one or more programs of instructions tangibly embodied in a program storage medium readable by the computer.

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