Control device for autonomous emergency braking system and method for controlling autonomous emergency braking system

Abstract

The invention relates to a control device (10) for an autonomous emergency braking system (1), which, during the execution of an automatic emergency braking, receives information (P) regarding the actuation of an accelerator pedal (13) of a vehicle, ascertains whether the actuation of the accelerator pedal (13) satisfies an interruption criterion, and which, on the basis of the information (P), determines whether the actuation of the accelerator pedal (13) satisfies an interruption criterion. And interrupting the emergency braking depending on whether the actuation of the accelerator pedal (13) satisfies an interruption criterion. In this case, a first interruption criterion is used as the interruption criterion if a speed governor of the vehicle is not activated. If the governor is activated, a second interrupt criterion different from the first interrupt criterion is used.

Description

TECHNICAL FIELD

[0001] The present invention relates to a control device for an autonomous emergency braking system and to a method for controlling an autonomous emergency braking system. The invention further relates to a computer program for performing such a method and to a computer-readable storage medium having such a computer program stored thereon. BACKGROUND

[0002] Modern motor vehicles are often equipped with autonomous emergency braking systems, which can also be referred to as emergency brake assist or automatic emergency braking (AEB) systems. Autonomous emergency braking systems usually utilize sensors for determining the distance to an object or obstacle, as well as the acceleration, steering angle, steering wheel angle and pedal position. On this basis, it is calculated whether a critical situation exists that requires braking, in order to, for example, prevent a collision with a vehicle in front or at least reduce the impact of an unavoidable collision. If the driver does not react in time in such a situation, the autonomous emergency braking system will autonomously slow down the vehicle.

[0003] Autonomous emergency braking can usually be overridden by active intervention by the driver, who continues to be responsible for the guidance of the vehicle. This is particularly important when the autonomous emergency braking function brakes incorrectly. In order to check whether the prerequisites for overriding the autonomous emergency braking exist, the steering angle, brake pedal manipulation and accelerator pedal manipulation are traditionally analyzed. Autonomous emergency braking can be overridden, for example, by steering or accelerating. It can also be provided that autonomous emergency braking is interrupted if the driver brakes on his own at first and then no longer brakes. With regard to the accelerator pedal manipulation, for example, a predefined accelerator pedal angle change, an absolute accelerator pedal angle or a combination of both can be considered as an interruption criterion for autonomous emergency braking.

[0004] Another driving assistance system that is present in many modern motor vehicles is a speed limiter, which can also be referred to as a speed restrictor or SLD. The speed limiter assists the driver here in not exceeding a self-selected limit speed, thus contributing to improved driving comfort and increased traffic safety. In addition to manual adjustability of the limit speed, in advanced systems there is also automatic acceptance of the speed limit applicable in the current driving section from digital map information and / or based on camera-based traffic sign recognition.

[0005] Similar to conventional speed regulation, the speed limitation function intervenes in the engine and gearbox control in order to reduce the engine torque requested by the driver before a set limit speed is exceeded. Here, there is always the possibility for the driver to override the limit limit speed in that the driver, for example, steps the accelerator pedal completely or almost completely to the floor. The limitation is then lifted. The result is that it is possible to drive above the limit speed as usual, the driver does not have to maintain the large accelerator pedal angle set for the override of the speed limitation (i.e. the relative further accelerator pedal position) continuously for this.

[0006] When the vehicle is driven with the activated speed limiter, the accelerator pedal angle can be very large according to the design, for example 95% of the maximum settable accelerator pedal angle (i.e. the accelerator pedal angle in the state of the accelerator pedal being stepped completely to the floor), without the vehicle accelerating further. That is, despite the accelerator pedal being almost stepped to the floor, the speed is limited. If an emergency brake is carried out in this situation and the driver still holds the accelerator pedal, an unintended immediate interruption of the emergency brake can occur if the accelerator pedal angle is so large that a threshold for interrupting the emergency brake is reached. SUMMARY

[0007] On the basis thereof, it is the task of the present application to specify a control device for an autonomous emergency brake system and a method for controlling an autonomous emergency brake system, which enable an improved override concept for the emergency brake function while the speed limiter is activated.

[0008] The task is solved by the subject matter of the independent claims. Advantageous embodiments are specified in the dependent claims.

[0009] A first aspect of the application relates to a control device for an autonomous emergency brake system of a vehicle.

[0010] The vehicle can in particular be a motor vehicle. The term "motor vehicle" is to be understood here in particular as a land vehicle which is moved by mechanical force and which does not travel on rails. A motor vehicle can in this sense be configured, for example, as a passenger car, a motorcycle or a traction machine.

[0011] The control device is provided for receiving information about an accelerator pedal manipulation of the vehicle during an automatic emergency brake carried out by the autonomous emergency brake system.

[0012] The accelerator pedal can be understood here as a pedal which is adjustable for the driving power of the vehicle, i.e. for example an accelerator pedal in a vehicle with an internal combustion engine or an electric gate pedal in an electrically driven vehicle.

[0013] The information about the manipulation of the accelerator pedal can in particular include information about whether the accelerator pedal is stepped down and, if necessary, the degree of stepping down. For example, the information about the manipulation of the accelerator pedal can include a set accelerator pedal angle.

[0014] If in the following reference is made to an accelerator pedal angle, this is to be understood as defining an accelerator pedal angle which increases as the accelerator pedal is gradually depressed. For example, the accelerator pedal angle can be defined such that it is zero in the rest position of the accelerator pedal, i.e. when the accelerator pedal is not actuated, and rises to a maximum settable accelerator pedal angle as the pedal is depressed up to the maximum depressed accelerator pedal position.

[0015] The corresponding current accelerator pedal angle can be checked, for example in a known manner, by means of an accelerator pedal angle sensor. The accelerator pedal angle sensor can be connected to the control device in a signal-technical manner in order to provide the control device with information about the corresponding current accelerator pedal angle.

[0016] The control device is also set up to ascertain, on the basis of the information mentioned above, whether the actuation of the accelerator pedal meets the interruption criterion and to interrupt the emergency brake in dependence on whether the actuation of the accelerator pedal meets the interruption criterion.

[0017] That is to say, the override of the emergency brake should be able to be effected by the actuation of the accelerator pedal meeting the interruption criterion. It is to be understood here that, according to some embodiments, the interruption criterion in terms of accelerator pedal actuation can only be a necessary, but not sufficient, condition for the interruption of the emergency brake. There can be further interruption criteria, for example a detected steering actuation and / or a detected brake pedal actuation, which according to some embodiments must also be met in order for the control device to generate a control signal for the interruption of the emergency brake.

[0018] According to the invention it is now provided that, if the speed limiter of the vehicle is not activated, a first interruption criterion is used as the interruption criterion for the emergency brake in terms of actuation of the accelerator pedal, and, if the speed limiter of the vehicle is activated, a second interruption criterion is used.

[0019] "Speed limiter activated" in this context means that the vehicle is being driven with the speed limiter, i.e. the speed limiter is actually active in the sense that, despite the current accelerator pedal actuation, the speed of the vehicle will not increase beyond the limit speed of the speed limiter as a result of the speed limiter. The invention thus provides that the pedal actuation required for the override of the emergency brake is different when the speed limiter is activated than when the speed limiter is not activated.

[0020] According to one embodiment, checking whether the first interruption criterion is fulfilled comprises checking whether the accelerator pedal is at or beyond a first limit accelerator pedal position. For example, it can be checked here whether the accelerator pedal is depressed at least up to a predetermined (absolute) limit accelerator pedal angle or beyond this limit accelerator pedal angle. Here, reaching or exceeding the limit accelerator pedal position can be a necessary condition or even a sufficient condition for fulfilling the first interruption criterion. In other words, it can be provided that, in the event of the limiter not being activated, the emergency brake is interrupted if the accelerator pedal is depressed at least up to the first limit accelerator pedal position.

[0021] Similarly, checking whether the second interruption criterion is fulfilled can comprise checking whether the accelerator pedal is at or beyond a second limit accelerator pedal position, which can in particular correspond to an (absolute) limit accelerator pedal angle. According to an embodiment variant, it can be considered that reaching and / or exceeding the second limit accelerator pedal position is a necessary condition or a sufficient condition for fulfilling the second interruption criterion. In other words, it can be provided that the driver can override the emergency brake in the situation of the limiter and the autonomous emergency brake system being activated simultaneously, in that the driver depresses the accelerator pedal at least up to the second limit accelerator pedal position. Here, the second limit accelerator pedal position and the first limit accelerator pedal position are predefined in such a way that the accelerator pedal is depressed more in the second limit accelerator pedal position than in the first accelerator pedal position. In other words, a second limit accelerator pedal angle characterizing the second limit accelerator pedal position is greater than a first limit accelerator pedal angle characterizing the first limit accelerator pedal position. For example, the first limit accelerator pedal angle can be 90% of the maximum possible accelerator pedal angle corresponding to a fully depressed state of the accelerator pedal, while the second limit accelerator pedal angle can be significantly greater, for example 99% of the maximum possible accelerator pedal angle.

[0022] For example, the second limit accelerator pedal position can be identified in such a way that the accelerator pedal is depressed further in the second limit accelerator pedal position than in a third limit accelerator pedal position, at which the limiter is overridden. By choosing the second limit accelerator pedal position as an interruption threshold for the emergency brake in this way, it can be possible to avoid situations in which the emergency brake is interrupted unintentionally, for example because the driver constantly maintains the accelerator pedal in a position close to the interruption threshold for the limiter, but already above the interruption threshold for the emergency brake, before the emergency brake is activated.

[0023] Alternatively or additionally to the absolute accelerator pedal positions described above, the second interruption criterion can also relate to a change in the accelerator pedal position, in particular over time.

[0024] For example, checking whether the second interruption criterion is fulfilled can comprise checking whether a predetermined minimum change in the position of the accelerator pedal occurs. Here, the minimum change can be defined, inter alia, such that the accelerator pedal is gradually depressed. Thus, the minimum change can be defined as a positive change, i.e. as an increase in the accelerator pedal angle, as is usually the case when the driver's acceleration desire is present. For example, at least one positive change in the accelerator pedal angle, i.e. a pedal operation in which the accelerator pedal is gradually depressed, can be required for the second interruption criterion to be fulfilled.

[0025] The change in the position of the accelerator pedal can be regarded, for example, as the time derivative or time gradient of the accelerator pedal angle and, if necessary, compared with a minimum gradient corresponding to the minimum change.

[0026] According to an expansion, checking whether the second interruption criterion is fulfilled can also comprise checking whether, immediately after the position of the accelerator pedal changes from a further depressed position to a less depressed position, a change in which the accelerator pedal is gradually depressed occurs. In other words, it can be checked whether a negative change in the accelerator pedal angle is first detected and then a positive change in the accelerator pedal angle is detected. Here, it can be checked whether the respective change in the accelerator pedal angle or the position of the accelerator pedal reaches or exceeds a corresponding minimum change, for example the minimum change mentioned above. This configuration of the second interruption criterion can be the result, for example, that the emergency brake will not be interrupted when the driver is driving constantly with an accelerator pedal angle corresponding to 90% of the maximum settable accelerator pedal angle. However, if the driver reduces the accelerator pedal angle from 90% of the maximum settable accelerator pedal angle to 50% of the maximum accelerator pedal angle, for example, during the emergency brake and then increases it again from 50% to 90%, the positive angle change from 50% to 90% can be interpreted as a conscious acceleration desire and the emergency brake is interrupted. Thus, only the active action of the driver to express an acceleration desire is evaluated as a basis for the interruption of the emergency brake. In particular, a constant holding of the accelerator pedal is wrongly evaluated here as an acceleration desire or as a conscious operation for interrupting the emergency brake.

[0027] Generally, the second interruption criterion can be defined such that a change of the accelerator pedal position is more important as the first interruption criterion compared to the absolute accelerator pedal position. The underlying idea is that the driver's intention to interrupt the emergency braking should be recognized as a result and that the absolute accelerator pedal position is thus less significant when driving with the speed limit of the limiter than when the limiter is not activated. That is, in the driver's cognitive model, the accelerator pedal has no influence when the limiter is activated. Thus, the driver consciously changes the pedal position in order to express his intention to possibly interrupt the emergency braking. For example, the driver typically first briefly reduces the accelerator pedal depression (negative change of the accelerator pedal angle) and then consciously depresses it more (positive change of the accelerator pedal angle) in such a situation. This change of the pedal position can thus be used as a reliable interruption criterion for the emergency braking.

[0028] According to an extension, the control device can be configured in such a way that detected accelerator pedal manipulations are ignored up to a predetermined time after the start of the emergency braking for the purpose of checking whether the manipulation of the accelerator pedal meets the first and / or second interruption criterion. This predetermined time, which can be for example between 100 and 1000 ms, for example 700 ms, is not taken into account for overriding the emergency braking function during the accelerator pedal manipulation. This extension is based on the recognition that at the start of the autonomous emergency braking, the driver typically unintentionally accelerates ("gives gas") due to the vehicle's pitch, because the driver's foot is briefly depressed due to the inertial forces acting on it. Since no active operation expressing an interruption intention is involved here, it is advantageous to exclude the accelerator pedal manipulation in the initial phase of the emergency braking for the purpose of checking the interruption criterion.

[0029] The second inventive aspect relates to a vehicle, in particular a motor vehicle, having a control device for an autonomous emergency braking system according to the first inventive aspect.

[0030] The third inventive aspect relates to a computer-implemented method for controlling an autonomous emergency braking system of a vehicle, comprising the following steps: receiving information about a manipulation of an accelerator pedal of the vehicle during the execution of the automatic emergency braking; checking whether the manipulation of the accelerator pedal meets an interruption criterion on the basis of these information; and generating one or more control signals for interrupting the emergency braking depending on whether the manipulation of the accelerator pedal meets the interruption criterion. Here, a first interruption criterion can be used as the interruption criterion if a speed limiter of the vehicle is not activated; a second interruption criterion different from the first interruption criterion is used if the speed limiter is activated. The interruption criterion used for the emergency braking depends on whether the speed limiter of the vehicle is currently activated.

[0031] The method according to the third inventive aspect can be performed with the aid of the control device according to the first inventive aspect. Thus, the above and below explanations with respect to the control device according to the present application and its possible configurations can be understood to apply analogously to the method according to the present application and vice versa.

[0032] The control device according to the present application may, for example, comprise a (data) processing device having at least one processor and being arranged for performing the method according to the third inventive aspect with the aid of the at least one processor. According to some embodiments, the processing device can also be a spatially distributed processing device (for example by means of a plurality of processors or microcontrollers spaced apart from each other).

[0033] The fourth inventive aspect relates to a computer program comprising instructions which, when executed by a processing device, for example a control device according to the first inventive aspect or a processing device of a control device according to the first inventive aspect, cause the processing device to perform the method according to the third inventive aspect. Here, the computer program can be divided into a plurality of independent sub-programs which can each be executed by different, if necessary spatially remote, processing devices (for example a plurality of independent processors).

[0034] The control device according to the first inventive aspect or a processing device of such a control device can be configured (in particular programmed) for executing the computer program according to the fourth inventive aspect.

[0035] The fifth inventive aspect relates to a computer-readable storage medium comprising instructions which, when executed by a processing device, cause the processing device to perform the method according to the third inventive aspect. In other words, the computer program according to the fourth inventive aspect can be stored on a computer-readable storage medium. BRIEF DESCRIPTION OF DRAWINGS

[0036] The present application is now explained in detail according to embodiments and with reference to the accompanying drawings.

[0037] Figure 1 An autonomous emergency braking system of a vehicle is exemplarily and schematically shown;

[0038] Figure 2 Steps of a method for controlling an autonomous emergency braking system of a vehicle are exemplarily and schematically shown;

[0039] Figure 3 A time profile of an accelerator pedal manipulation for overriding an emergency braking is exemplarily and schematically shown. DETAILED DESCRIPTION

[0040] In Figure 1The emergency braking system 1 shown includes a control device 10, which is technically connected to an environmental sensing device 12. Here, the control device 10 is configured to receive environmental data from the environmental sensing device 12, such as camera data, radar data, and / or lidar data. Furthermore, the control device 10 is technically connected to a steering wheel angle sensor and / or a steering angle sensor arranged on the steering wheel 11 and is configured to receive steering input information L from or from these sensors. The control device 10 is also connected to the accelerator pedal 13 and the brake pedal (in... Figure 1 The pedal angle sensor signals (not shown separately) are technically connected and configured to receive pedal operation information P from these sensors. During vehicle operation, the control device 10 continuously calculates whether a critical condition requiring autonomous braking intervention exists based on environmental information U, steering operation information L, and pedal operation information P. If so, the control device 10 generates a control signal S for performing automatic emergency braking. The control signal S is transmitted by the control device 10 to the vehicle's braking system 14. The braking system 14 then performs emergency braking of the vehicle.

[0041] The driver can override the emergency braking initiated by the autonomous emergency braking system 1, especially by operating the accelerator pedal 13, in order to, for example, interrupt the erroneously triggered autonomous emergency braking.

[0042] In order to enable over-control of the emergency braking system using the accelerator pedal 13, the control device 10 is configured to perform... Figure 2 Steps 21 to 23 of the method illustrated in the block diagram are as follows: In step 21: During automatic emergency braking, the control device 10 receives information regarding the operation of the accelerator pedal 13 (pedal operation information P). In step 22, the processing device 10 confirms, based on the pedal operation information P, whether the operation of the accelerator pedal 13 meets a predetermined interruption criterion. Depending on whether the operation of the accelerator pedal 13 meets the interruption criterion, the control device 10 then generates one or more control signals S for interrupting the emergency braking. The control signals S are output to the braking system 14 and implemented by the braking system.

[0043] The control device 10 is configured to serve as an interruption criterion for emergency braking. If the vehicle's speed limiter is not activated, a first interruption criterion is used. If the speed limiter is activated, i.e., if the vehicle is currently traveling with the speed limiter, such that the speed limiter cannot accelerate beyond the set speed limit despite the presence of the accelerator pedal, a second interruption criterion, different from the first interruption criterion, is used.

[0044] Below, according to Figure 3The graph in Fig. 1 exemplarily illustrates different interruption criteria in the case of activation of the speed limiter and in the case of deactivation of the speed limiter. Therein, an example scenario for an emergency braking is shown with a time history of an acceleration pedal manipulation by the driver. Specifically, the relative acceleration pedal angle is plotted over time at time t. In the acceleration pedal angle, 0% corresponds to the acceleration pedal being completely unmanipulated and accordingly in its rest position. 100% corresponds to the acceleration pedal being maximally depressed.

[0045] At the beginning of the shown time history of the acceleration pedal manipulation, the driver keeps the acceleration pedal constantly in a further depressed position. Therein, the acceleration pedal angle is below the third limit acceleration pedal position ("interruption limit of the speed limiter") shown by the dashed line in Fig. 1, which, when reached or exceeded, the speed limiter would be overridden. Thus, the vehicle is driven with activated speed limiter (i.e. "in the speed limiter") and, despite the acceleration pedal being largely depressed, accordingly still not accelerated. Figure 3

[0046] After a certain time, an automatic emergency braking is triggered by the emergency braking system 1 ("(1) AEB braking intervention"). Subsequently, the acceleration pedal angle increases briefly, because the acceleration pedal is unintentionally temporarily further depressed due to the sudden braking and the inertial forces acting on the driver's foot thereupon. In order that this effect does not lead to an unintended interruption of the emergency braking, the acceleration pedal manipulation for the purpose of checking whether the interruption criterion for the emergency braking is fulfilled is ignored for a predetermined time duration in the range of 100 to 1000 ms from the beginning of the emergency braking. This time interval is marked in Fig. 1 by two vertical lines ("suppression of acceleration pedal analysis evaluation"). Figure 3

[0047] If no special precautions are set and the first limit acceleration pedal angle (which, when reached or exceeded, normally interrupts the emergency braking, i.e. when the speed limiter is not activated) also applies in the case of activation of the speed limiter, then in the shown example the emergency braking is interrupted immediately after the predetermined time (during which the acceleration pedal manipulation is ignored) has elapsed (see Fig. 1, "(2) Emergency braking (AEB) interruption (reaching limit) without measures"). The reason for this is that the acceleration pedal angle at this point in time is greater than the first limit acceleration pedal angle, which is marked in Fig. 1 by the dash-dotted line ("first interruption limit of the emergency braking (AEB)"). Figure 3 Figure 3

[0048] ​​​​In order to prevent an unintended override of the emergency brake function in case the accelerator pedal angle is below the override limit for the limiter but above the first override limit for the emergency brake at the beginning of the emergency brake, a second override criterion is provided in case the limiter is activated, which is different from the first override criterion (e.g. accelerator pedal angle exceeding the "first override limit for emergency brake (AEB)").

[0049] Here, checking 22 whether the second override criterion is fulfilled can comprise, for example, checking whether the accelerator pedal 13 reaches or exceeds a second accelerator pedal limit position. This second accelerator pedal limit position corresponds to a second limit accelerator pedal angle, which is indicated in the graph of Figure 3 ("second override limit for emergency brake (AEB)") by a dotted line. The second limit accelerator pedal angle is higher than the first limit accelerator pedal angle at which the emergency brake is overridden when the limiter is not activated. The second limit accelerator pedal angle is also higher than the third limit accelerator pedal angle at which the limiter is normally overridden ("override limit for limiter"). For example, the second limit accelerator pedal angle can be 99% of the maximum adjustable accelerator pedal angle. However, in the example scenario according to Figure 3 the second limit accelerator pedal angle is not reached during the accelerator pedal maneuver, so that this override criterion does not apply.

[0050] Instead of or in addition to comparing the absolute accelerator pedal position to the second limit accelerator pedal angle as described above, it can also be checked whether the second override criterion is fulfilled, but also comprises checking whether a predetermined minimum change in the position of the accelerator pedal 13 occurs. Here, for example, it can be provided that it is sufficient for the second override criterion to be fulfilled if the accelerator pedal angle reaches or exceeds the second limit accelerator pedal angle or if a change in the position of the accelerator pedal 13 is recognized which corresponds to at least the predetermined minimum change. Here, the minimum change can in particular be defined as a positive accelerator pedal angle change corresponding to an accelerator pedal maneuver in which the accelerator pedal 13 is gradually depressed.

[0051] It can also be considered that it is checked whether the position of the accelerator pedal changes from a further depressed position to a less depressed position (i.e. a negative accelerator pedal angle change) and subsequently a change in the position of the accelerator pedal 13 occurs in which the accelerator pedal 13 is gradually depressed (positive accelerator pedal angle change). This temporal course of the accelerator pedal maneuver is indicated in the graph of Figure 3This pattern corresponds to a typical accelerator pedal manipulation by the driver upon activation of the limiter, who subconsciously perceives the absolute accelerator pedal position as having no or hardly any influence and therefore instinctively changes the accelerator pedal position or "pumps" the accelerator pedal 13 to express his acceleration desire or desire for interruption of the emergency braking.

[0052] In the graph of Fig. 2, the phase of positive change of the accelerator pedal angle over time is highlighted by a small box. In this phase, it can be confirmed, for example, that the (positive) accelerator pedal change corresponds to or even exceeds a predetermined minimum change, whereby the second interruption criterion is considered to be fulfilled, and the processing device 10 outputs a control signal S for interruption of the emergency braking ((2') "interruption of the emergency braking (AEB) is effected only when the active driver desire is taken into account"). Figure 3

[0053] As a result, by distinguishing between the pedal manipulation required for overriding the emergency braking upon activation of the limiter and the pedal manipulation required for overriding the emergency braking upon deactivation of the limiter, it can be ensured that the emergency braking can be overridden (only) in accordance with the driver's desire.​

Claims

1. Control device (10) for an autonomous emergency braking system (1) of a vehicle, wherein the control device (10) is arranged for: - receiving information (P) about a manipulation of an accelerator pedal (13) of the vehicle during execution of an automatic emergency braking; - checking whether the actuation of the accelerator pedal (13) meets interruption criteria on the basis of said information (P); and - interrupting the emergency braking depending on whether the manipulation of the accelerator pedal (13) fulfils an interruption criterion; wherein as the interruption criterion: - a first interruption criterion is used if a speed limiter of the vehicle is not activated; - a second interruption criterion, different from the first interruption criterion, is used if the speed limiter is activated.

2. The control device (10) of claim 1, wherein confirming whether the first interrupt criteria is satisfied comprises: checking whether the accelerator pedal (13) reaches or exceeds a first extreme accelerator pedal position.

3. The control device (10) of claim 2, wherein confirming whether the second interrupt criteria is satisfied comprises: checking whether the accelerator pedal (13) reaches or exceeds a second extreme accelerator pedal position, wherein the accelerator pedal (13) is depressed further in the second extreme accelerator pedal position than in the first extreme accelerator pedal position.

4. Control device (10) according to claim 3, wherein the accelerator pedal (13) is depressed further in the second extreme accelerator pedal position than in a third extreme accelerator pedal position, upon reaching or exceeding which the speed limiter is overridden.

5. Control device (10) according to any one of the preceding claims, wherein the second interruption criterion relates to a change in position of the accelerator pedal (13).

6. The control device (10) of claim 5, wherein confirming whether the second interrupt criteria is satisfied comprises: checking whether a preset minimum change in position of the accelerator pedal (13) occurs.

7. Control device (10) according to claim 6, wherein the minimum change occurs in the form of a gradual depression of the accelerator pedal (13).

8. The control device (10) according to any one of claims 5 to 7, wherein confirming whether the second interrupt criterion is met comprises: checking whether, following an immediate change in the accelerator pedal (13) from a further depressed position to a less depressed position, a change in the form of a gradual depression of the accelerator pedal (13) occurs.

9. Control device (10) according to any one of the preceding claims, wherein for the purpose of establishing whether the manipulation of the accelerator pedal (13) fulfils the interruption criterion, accelerator pedal manipulations up to a predetermined time after the start of the emergency braking are ignored.

10. Computer-implemented method (2) for controlling an autonomous emergency braking system (1) of a vehicle, comprising the steps of: - receiving (21) information (P) about a manipulation of an accelerator pedal (13) of the vehicle during execution of an automatic emergency braking; - establishing (22) from the information (P) whether the manipulation of the accelerator pedal (13) fulfils an interruption criterion; and - generating (23) one or more control signals (S) for interrupting the emergency braking depending on whether the manipulation of the accelerator pedal (13) fulfils the interruption criterion; wherein as the interruption criterion: - a first interruption criterion is used if a speed limiter of the vehicle is not activated; - a second interruption criterion, different from the first interruption criterion, is used if the speed limiter is activated.

11. A computer program comprising instructions which, when the computer program is executed by a processing device (10), cause the processing device to carry out the method (2) according to claim 10.

12. A computer-readable storage medium comprising instructions which, when executed by a processing device (10), cause the processing device to carry out the method (2) according to claim 10.

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