Controller for an autonomous emergency braking system, and method for controlling an autonomous emergency braking system

Abstract

The invention relates to a controller (10) for an autonomous emergency braking system (1), which controller is configured: to receive, while an automated emergency braking operation is performed, information (P) about an actuation of an accelerator pedal (13) of the vehicle; to determine, on the basis of the information (P), whether the actuation of the accelerator pedal (13) satisfies a termination criterion; and to terminate the emergency braking operation if the actuation of the accelerator pedal (13) satisfies a termination criterion. In the process, a first termination criterion is used as termination criterion if a speed limiter of the vehicle is not active. However, if the speed limiter is active, a second termination criterion is used which differs from the a first termination criterion.

Description

[0001] Control device for an autonomous emergency braking system and method for controlling an autonomous emergency braking system

[0002] The invention relates to a control device for an autonomous emergency braking system and a method for controlling an autonomous emergency braking system. Furthermore, the invention relates to a computer program for executing such a method and a computer-readable storage medium on which such a computer program is stored.

[0003] Modern motor vehicles are often equipped with an autonomous emergency braking system, which can also be referred to as an emergency brake assistant or AEB (Autonomous Emergency Braking) system. Autonomous emergency braking systems typically use sensors to determine distances to objects or obstacles, as well as acceleration, steering angles, steering wheel angles, and pedal positions. Based on this, it calculates whether a critical situation exists that requires braking, for example, to prevent a collision with a vehicle in front or at least to reduce the force of an unavoidable impact. If the driver fails to react in time in such a situation, the autonomous emergency braking system brakes the vehicle independently.

[0004] Autonomous emergency braking can normally be overridden by active intervention by the driver, who remains responsible for driving the vehicle. This is particularly important if the autonomous emergency braking function brakes incorrectly. To check whether the conditions for overriding autonomous emergency braking are met, the steering angle, brake pedal operation, and accelerator pedal operation are usually evaluated. For example, autonomous emergency braking can be overridden by steering or accelerator operation. Furthermore, it can be provided that autonomous emergency braking is aborted if the driver initially brakes themselves and then stops braking. With regard to accelerator pedal operation, a predefined accelerator pedal angle change, an absolute accelerator pedal angle, or a combination of both can be used as the abort criterion for autonomous emergency braking.

[0005] Another driver assistance system found in many modern vehicles is a speed limiter, also known as a speed limit device (SLD). A speed limiter helps the driver avoid exceeding a self-selected speed limit, thus contributing to improved driving comfort and increased road safety. In addition to manually setting a speed limit, advanced systems also offer the option of automatically adopting the speed limit applicable for a current road section based on digital map information and / or camera-based traffic sign recognition.

[0006] Similar to conventional cruise control, the speed limiter function intervenes in the engine and transmission control system to reduce the engine torque requested by the driver before the set speed limit is exceeded. There is always the possibility that the driver could override the speed limit, for example, by depressing the accelerator pedal completely or almost completely. The limit is then removed. As a result, driving above the speed limit is possible as usual; the driver does not need to permanently maintain the large accelerator pedal angle (i.e., the relatively deep accelerator pedal position) that they set to override the speed limiter.

[0007] When a vehicle is driving with an active speed limiter, the accelerator pedal angle can be very high, depending on its configuration, reaching, for example, 95% of the maximum adjustable accelerator pedal angle (i.e., the accelerator pedal angle when the accelerator pedal is fully depressed), without the vehicle accelerating further. The speed is therefore limited despite the accelerator pedal being almost fully depressed. If an emergency braking maneuver occurs in this situation and the driver remains on the accelerator pedal, the emergency braking maneuver may be inadvertently aborted immediately if the accelerator pedal angle is so high that the threshold for aborting the emergency braking is reached.

[0008] Based on this, it is an object of the present invention to provide a control device for an autonomous emergency braking system and a method for controlling an autonomous emergency braking system, which implement an improved override scheme for the emergency braking function with a simultaneously activated speed limiter.

[0009] The problem is solved by the subject matter of the independent patent claims.

[0010] Advantageous embodiments are specified in the dependent claims. A first aspect of the invention relates to a control device for an autonomous emergency braking system of a vehicle.

[0011] The vehicle can, in particular, be a motor vehicle. The term "motor vehicle" is understood to mean, in particular, a land vehicle that is propelled by mechanical power without being tied to railway tracks. A motor vehicle in this sense can be, for example, a passenger car, motorcycle, or tractor.

[0012] The control device is configured to receive information about an actuation of an accelerator pedal of the vehicle while an automatic emergency braking is being carried out by the autonomous emergency braking system.

[0013] An accelerator pedal is a pedal with which the drive power of the vehicle can be adjusted, for example an accelerator pedal in a vehicle with an internal combustion engine or an electric pedal in an electrically powered vehicle.

[0014] The information about the actuation of the accelerator pedal may, in particular, include information about whether and, if so, how far the accelerator pedal is depressed. For example, the information about the actuation of the accelerator pedal may include a set accelerator pedal angle.

[0015] When reference is made to an accelerator pedal angle in the following, this refers to an accelerator pedal angle that increases with increasing depression of the accelerator pedal. For example, the accelerator pedal angle can be defined such that it is zero when the accelerator pedal is at rest (i.e., when the accelerator pedal is not depressed) and increases to a maximum adjustable accelerator pedal angle when the accelerator pedal is depressed until the accelerator pedal is fully depressed.

[0016] The current accelerator pedal angle can be detected, for example, in a conventional manner using an accelerator pedal angle sensor. The accelerator pedal angle sensor can be connected to the control device via signaling to provide the control device with information about the current accelerator pedal angle. The control device is further configured to use the information to determine whether the actuation of the accelerator pedal meets a termination criterion and to terminate the emergency braking depending on whether the actuation of the accelerator pedal meets the termination criterion.

[0017] It should therefore be possible to override the emergency braking by actuating the accelerator pedal that satisfies the abort criterion. It should be understood that, according to some embodiments, fulfilling the abort criterion with regard to the accelerator pedal actuation may be merely a necessary, but not a sufficient, condition for aborting the emergency braking. Additional abort criteria may apply, such as a detected steering actuation and / or a detected brake pedal actuation, which, according to some embodiments, must also be met for the control device to generate a control signal to abort the emergency braking.

[0018] According to the invention, it is now provided that a first termination criterion is used as the termination criterion for the emergency braking related to the actuation of the accelerator pedal if a speed limiter of the vehicle is not active and that a second termination criterion different from the first termination criterion is used if the speed limiter of the vehicle is active.

[0019] In this context, the fact that the speed limiter is active means that the vehicle is traveling within the limiter, i.e., that the speed limiter is actually effective, in that the speed limiter prevents the vehicle's speed from increasing beyond the speed limiter's limit speed despite the accelerator pedal being actuated. The invention therefore provides that a pedal actuation required to override the emergency braking function when the speed limiter is active differs from a pedal actuation required to override the emergency braking function when the speed limiter is inactive.

[0020] According to one embodiment, determining whether the first termination criterion is met comprises checking whether the accelerator pedal reaches or exceeds a first limit accelerator pedal position. For example, it can be checked whether the accelerator pedal is depressed to or beyond a predefined (absolute) limit accelerator pedal angle. Reaching or exceeding the limit accelerator pedal position can be a necessary or even a sufficient condition for fulfilling the first termination criterion. In other words, it can be provided that, in the event that the speed limiter is not active, the emergency braking is aborted if the accelerator pedal is depressed at least to the first limit accelerator pedal position.

[0021] Analogously, determining whether the second termination criterion is met may include checking whether the accelerator pedal reaches or exceeds a second limit accelerator pedal position, which may, in particular, correspond to an (absolute) limit accelerator pedal angle. Depending on the embodiment, the determined reaching and / or exceeding of the second limit accelerator pedal position may be used as a necessary or sufficient condition for fulfilling the second termination criterion. In other words, it may be provided that, in a situation in which the speed limiter and the autonomous emergency braking system are simultaneously active, the driver can override the emergency braking by depressing the accelerator pedal at least to the second limit accelerator pedal position.The second limit accelerator pedal position and the first limit accelerator pedal position are predefined such that the accelerator pedal is depressed further in the second limit accelerator pedal position than in the first limit accelerator pedal position. In other words, a second limit accelerator pedal angle, which characterizes the second limit accelerator pedal position, can be greater than a first limit accelerator pedal angle, which characterizes the first limit accelerator pedal position. For example, the first limit accelerator pedal angle can be 90% of a maximum possible accelerator pedal angle, which corresponds to a fully depressed state of the accelerator pedal, and the second limit accelerator pedal angle can be significantly higher in comparison, for example, to 99% of the maximum possible accelerator pedal angle.

[0022] For example, the second accelerator pedal limit position can be set such that the accelerator pedal is depressed further in the second accelerator pedal limit position than in a third accelerator pedal limit position, upon reaching or exceeding which the speed limiter is overridden. By selecting the second accelerator pedal limit position as the abort threshold for emergency braking, a situation cannot arise in which emergency braking is inadvertently aborted because, for example, the driver held the accelerator pedal constantly in a position just before the abort threshold for the speed limiter, but already above the abort threshold for the emergency braking function.

[0023] Alternatively or in addition to an absolute accelerator pedal position, as described above, the second termination criterion can also relate to a change in the position of the accelerator pedal, in particular a change over time. For example, determining whether the second termination criterion is met can comprise checking whether a predetermined minimum change in the position of the accelerator pedal occurs. In this case, the minimum change can be defined in particular such that the accelerator pedal is increasingly depressed. The minimum change can therefore be defined as a positive change, i.e. as an increase in the accelerator pedal angle, as is usually the case when the driver requests acceleration. For example, fulfilling the second termination criterion can require that a positive change in the accelerator pedal angle is detected at least once, i.e. a pedal actuation in which the accelerator pedal is increasingly depressed.

[0024] The change in the accelerator pedal position can, for example, be viewed as a time derivative or time gradient of the accelerator pedal angle and, if necessary, compared with a minimum gradient corresponding to the minimum change.

[0025] According to a further development, determining whether the second termination criterion is met may further include checking whether a change in the position of the accelerator pedal from a further depressed position to a less depressed position is followed by a change in which the accelerator pedal is increasingly depressed. In other words, it can be checked whether a negative change in the accelerator pedal angle is detected first, followed by a positive change in the accelerator pedal angle. The respective changes in the accelerator pedal angle or accelerator pedal position can be checked to determine whether they reach or exceed a respective minimum change, such as the aforementioned minimum change.For example, one result of such a configuration of the second termination criterion could be that, if the driver constantly drives with an accelerator pedal angle corresponding to 90% of a maximum adjustable accelerator pedal angle, an emergency braking maneuver would not be aborted. However, if the driver reduces the accelerator pedal angle during emergency braking from 90% of the maximum adjustable accelerator pedal angle to, for example, 50% of the maximum driving angle and then increases it again from 50% to 90%, the positive change in the accelerator pedal angle from 50% to 90% can be interpreted as a deliberate acceleration request, and the emergency braking maneuver can be aborted. Thus, only active actions by the driver that express a desire to accelerate are considered grounds for aborting the emergency braking function.In particular, continuously holding the accelerator pedal is not falsely interpreted as a desire to accelerate or as a conscious action to abort the emergency braking. In general, the second abort criterion can be defined in such a way that it gives more weight to changes in the position of the accelerator pedal compared to the absolute position of the accelerator pedal than the first abort criterion. The idea behind this is that the result should detect a driver's desire to abort the emergency braking function and that when driving within the speed limit set by the limiter, the absolute accelerator pedal position is therefore less meaningful than when the limiter is not active. In the driver's mental model, the accelerator pedal has no influence when the limiter is activated. The driver will therefore intuitively make changes to the position of the accelerator pedal to express their possible desire to abort the emergency braking.For example, in such a situation, the driver would typically first briefly depress the accelerator pedal less (negative change in accelerator pedal angle) and then deliberately depress it further (positive change in accelerator pedal angle). Such a change in the accelerator pedal position can therefore be used as a reliable termination criterion for the emergency braking function.

[0026] According to a further development, the control device can be configured such that detected accelerator pedal actuations that occur up to a predefined time after the start of the emergency braking are ignored for the purpose of determining whether the actuation of the accelerator pedal meets the first and / or second termination criteria. The predetermined time during which accelerator pedal actuations are disregarded with a view to overriding the emergency braking function can, for example, be in the range of 100 to 1000 ms, such as 700 ms. This further development is based on the finding that at the start of an autonomous emergency braking, the driver often inadvertently "steps on the gas" due to the vehicle nodding off, since their foot briefly continues to press the accelerator pedal due to the inertial force acting on it.Since this is not an active action that expresses a desire to abort, it is advantageous to suppress accelerator pedal actuations at the very beginning of the emergency braking for the purpose of checking the abort criterion.

[0027] A second aspect of the invention is a vehicle, in particular a motor vehicle, with a control device for an autonomous emergency braking system according to the first aspect of the invention.

[0028] A third aspect of the invention is a computer-implemented method for controlling an autonomous emergency braking system of a vehicle, comprising the steps of: receiving information about an actuation of an accelerator pedal of the vehicle while an automatic emergency braking is being performed; determining, based on the information, whether the actuation of the accelerator pedal fulfills a termination criterion; and generating one or more control signals for terminating the emergency braking depending on whether the actuation of the accelerator pedal fulfills the termination criterion. A first termination criterion is used as the termination criterion if a speed limiter of the vehicle is not active, and if the speed limiter is active, a second termination criterion different from the first termination criterion is used. The termination criterion used for the emergency braking function therefore depends on whether a speed limiter of the vehicle is currently active or not.

[0029] The method according to the third aspect of the invention can be implemented using a control device according to the first aspect of the invention. Accordingly, the above and following explanations regarding the control device according to the invention and its possible embodiments can be understood analogously for the method according to the invention, and vice versa.

[0030] The control device according to the invention can, for example, comprise a (data) processing device having at least one processor and configured to carry out the method according to the third aspect of the invention using the at least one processor. According to some embodiments, this can also be a spatially distributed processing device (e.g., across several spaced-apart processors or microcontrollers).

[0031] A fourth aspect of the invention is a computer program comprising instructions that, when executed by a processing device, such as a control device according to the first aspect of the invention or a processing device of a control device according to the first aspect of the invention, cause the computer program to execute a method according to the third aspect of the invention. The computer program can be divided into several separate subprograms, each of which can be executed by different, possibly spatially separated, processing devices (such as several separate processors).

[0032] A control device according to the first aspect of the invention or a processing device of such a control device can be configured (in particular programmed) to execute a computer program according to the fourth aspect of the invention. A fifth aspect of the invention is a computer-readable storage medium comprising instructions that, when executed by a processing device, cause the processing device to execute a method according to the third aspect of the invention. In other words, a computer program according to the fourth aspect of the invention can be stored on the computer-readable storage medium.

[0033] The invention will now be explained in more detail using exemplary embodiments and with reference to the accompanying drawings.

[0034] Fig. 1 illustrates an exemplary and schematic illustration of an autonomous emergency braking system of a vehicle.

[0035] Fig. 2 illustrates exemplary and schematic steps of a method for controlling an autonomous emergency braking system of a vehicle.

[0036] Fig. 3 illustrates, by way of example and schematically, a time course of an accelerator pedal actuation for overriding an emergency braking.

[0037] The emergency braking system 1 shown in Fig. 1 comprises a control device 10 which is signal-connected to an environmental sensor system 12. The control device 10 is configured to receive environmental data, such as camera, radar and / or lidar data, from the environmental sensor system 12. Furthermore, the control device 10 is signal-connected to a steering wheel angle sensor arranged on a steering wheel 11 and / or to a steering angle sensor and configured to receive steering actuation information L from this sensor or from these sensors. The control device 10 is also signal-connected to pedal angle sensors arranged on an accelerator pedal 13 and on a brake pedal (not separately shown in Fig. 1) and configured to receive pedal actuation information P from these sensors.Based on the environmental information U, the steering actuation information L, and the pedal actuation information P, the control device 10 continuously calculates, while the vehicle is traveling, whether a critical situation exists that requires autonomous braking intervention. If this is the case, the control device 10 generates control signals S for executing automatic emergency braking. The control signals S are transmitted from the control device 10 to a braking system 14 of the vehicle. The braking system 14 then executes emergency braking of the vehicle. The driver can override an emergency braking initiated by the autonomous emergency braking system 1, in particular by actuating the accelerator pedal 13, for example, to abort an erroneously triggered autonomous emergency braking.

[0038] In order to enable overriding of the emergency braking system by means of the accelerator pedal 13, the control device 10 is configured to execute steps 21 to 23 of the method illustrated as a block diagram in Fig. 2: In a step 21, the control device 10 receives information about an actuation of the accelerator pedal 13 (pedal actuation information P) while the automatic emergency braking is being executed. In a step 22, the processing device 10 uses the pedal actuation information P to determine whether the actuation of the accelerator pedal 13 fulfills a predetermined termination criterion. Depending on whether it is determined that the actuation of the accelerator pedal 13 fulfills the termination criterion, the control device 10 then generates one or more control signals S for terminating the emergency braking. The control signals S are output to the braking system 14 and implemented by it.

[0039] The control device 10 is configured to use a first termination criterion as the termination criterion for the emergency braking if a speed limiter of the vehicle is not active and to use a second termination criterion different from the first termination criterion if the speed limiter is active, that is to say if the vehicle is currently traveling in the limiter, so that it does not accelerate beyond the set limit speed despite an accelerator pedal actuation.

[0040] The different termination criteria with and without the speed limiter activated are explained below using the diagram in Fig. 3 as an example. This diagram shows a temporal progression of an accelerator pedal actuation by a driver for an example emergency braking scenario. Specifically, a relative accelerator pedal angle is plotted against time t. For the accelerator pedal angle, 0% corresponds to an accelerator pedal position in which the accelerator pedal is not actuated at all and is therefore in its rest position. 100% corresponds to a fully depressed accelerator pedal.

[0041] At the beginning of the illustrated temporal progression of accelerator pedal operation, the driver holds the accelerator pedal constantly in a relatively deep depressed position. The accelerator pedal angle is below a third limit accelerator pedal position (the "limiter cut-off limit"), indicated by a dashed line in Fig. 3. If this limit is reached or exceeded, the speed limiter would be overridden. The vehicle is thus traveling with the speed limiter active (i.e., "in the limiter") and therefore does not accelerate, even though the accelerator pedal is depressed relatively far.

[0042] After a certain time, the emergency braking system 1 triggers automatic emergency braking ("(1) AEB braking intervention"). The accelerator pedal angle then increases briefly because the sudden braking and the resulting inertial force acting on the driver's foot cause the accelerator pedal to be involuntarily depressed slightly further. To prevent this effect from leading to an unintentional abort of the emergency braking, the accelerator pedal actuation is ignored for a predetermined period in the range of 100 to 1000 ms from the start of the emergency braking for the purpose of determining whether the abort criterion for the emergency braking is met. This time interval is marked in Fig. 3 by two vertical lines ("suppression of accelerator pedal evaluation").

[0043] If no special precautions were taken and a first limit accelerator pedal angle, upon reaching or exceeding which emergency braking is normally aborted, i.e. when the speed limiter is not activated, would also apply when the speed limiter is activated, then in the example shown the emergency braking would be aborted immediately after the expiry of the predetermined time during which the accelerator pedal operation is ignored (compare in Fig. 3: “(2) Abort AEB braking (limit reached) without action”). The reason for this is that the accelerator pedal angle at this time is greater than the first limit accelerator pedal angle, which is marked in Fig. 3 by a dash-dotted line (“1. Abort limit AEB braking”).

[0044] In order to prevent unintentional override of the emergency braking function in such a case where the accelerator pedal angle at the start of an emergency braking is below a termination limit for the speed limiter but above a first termination limit for the emergency braking, a second termination criterion different from the first termination criterion (for example: accelerator pedal angle exceeds the "1st termination limit AEB braking") is provided in the case of an activated speed limiter.

[0045] The determination 22 of whether the second termination criterion is met can, for example, comprise checking whether the accelerator pedal 13 reaches or exceeds a second limit accelerator pedal position. The second limit accelerator pedal position corresponds to a second limit accelerator pedal angle, which is shown in the diagram in Fig. 3 as a dotted line (“2nd termination limit AEB braking”). The second limit accelerator pedal angle is higher than the first limit accelerator pedal angle, upon reaching or exceeding which the emergency braking would be terminated if the speed limiter were not activated. The second accelerator pedal limit angle is also higher than the third accelerator pedal limit angle, upon reaching or exceeding which the speed limiter is normally overridden (“termination limit limiter”). For example, the second limit accelerator pedal angle can be 99% of the maximum adjustable accelerator pedal angle. In the example scenario according to Fig.3, however, the second limit accelerator pedal angle is not reached when the accelerator pedal is actuated, so that this termination criterion does not apply.

[0046] Alternatively or in addition to comparing the absolute accelerator pedal position with the second limit accelerator pedal angle, as described above, determining whether the second termination criterion is met may also include checking whether a predetermined minimum change in the position of the accelerator pedal 13 occurs. For example, it may be provided that, in order to meet the second termination criterion, it is sufficient if the accelerator pedal angle reaches or exceeds the second limit accelerator pedal angle or if a change in the accelerator pedal 13 is detected that corresponds at least to the predefined minimum change. The minimum change may in particular be defined as a positive change in the driving angle, corresponding to an accelerator pedal actuation in which the accelerator pedal 13 is increasingly depressed.

[0047] It is also conceivable to check whether a change in the position of the accelerator pedal from a further depressed position to a less depressed position (i.e., a negative change in the accelerator pedal angle) is followed by a change in the position of the accelerator pedal 13, in which the accelerator pedal 13 is increasingly depressed (positive change in the accelerator pedal angle). Such a temporal progression of an accelerator pedal actuation is illustrated by way of example in the diagram in Fig. 3. Initially, there is a significant negative change in the accelerator pedal angle, followed by a positive change in the accelerator pedal angle, approximately back to the level of the initially set accelerator pedal angle.Such a pattern corresponds to a typical accelerator pedal angle actuation of the driver who, when the speed limiter is activated, has mentally internalized that the absolute accelerator pedal position has little or no influence and will therefore intuitively vary the accelerator pedal position or "pump" the accelerator pedal 13 in order to express his desire to accelerate or his desire to abort the emergency braking.

[0048] In the diagram in Fig. 3, a phase of a positive temporal change in the accelerator pedal angle is highlighted with a small box. For example, during this phase, it can be determined that the (positive) accelerator pedal change corresponds to or even exceeds the predefined minimum change, whereupon the second termination criterion is considered met and the processing device 10 outputs a control signal S to terminate the emergency braking (“(2') Termination of AEB braking with action only upon active driver request”).

[0049] As a result, by distinguishing the pedal operation required to override the emergency braking when the speed limiter is activated from the pedal operation required to override the emergency braking when the speed limiter is not activated, it can be ensured that an emergency braking can (only) be overridden according to a driver's request.

Claims

Patent claims 1. Control device (10) for an autonomous emergency braking system (1) of a vehicle, wherein the control device (10) is configured - while an automatic emergency braking is being carried out, to receive information (P) about an actuation of an accelerator pedal (13) of the vehicle; to determine on the basis of the information (P) whether the actuation of the accelerator pedal (13) satisfies a termination criterion; and to terminate the emergency braking depending on whether the actuation of the accelerator pedal (13) satisfies the termination criterion; wherein a first termination criterion is used as the termination criterion if a speed limiter of the vehicle is not active and a second termination criterion different from the first termination criterion is used if the speed limiter is active.

2. Control device (10) according to claim 1, wherein determining whether the first termination criterion is met comprises checking whether the accelerator pedal (13) reaches or exceeds a first limit accelerator pedal position.

3. Control device (10) according to claim 2, wherein determining whether the second termination criterion is met comprises checking whether the accelerator pedal (13) reaches or exceeds a second limit accelerator pedal position, wherein the accelerator pedal (13) is depressed further in the second limit accelerator pedal position than in the first limit accelerator pedal position.

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

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

6. Control device (10) according to claim 5, wherein determining whether the second termination criterion is met comprises checking whether a predetermined minimum change in a position of the accelerator pedal (13) occurs.

7. Control device (10) according to claim 6, wherein the minimum change occurs in such a way that the accelerator pedal (13) is increasingly depressed.

8. Control device (10) according to one of claims 5 to 7, wherein determining whether the second termination criterion is met comprises checking whether a change in the position of the accelerator pedal (13) from a further depressed position to a less depressed position is followed by a change in which the accelerator pedal (13) is increasingly depressed.

9. Control device (10) according to one of the preceding claims, wherein accelerator pedal actuations that occur up to a predefined time after the start of the emergency braking are ignored for the purposes of determining whether the actuation of the accelerator pedal (13) meets the termination criterion 10. Computer-implemented method (2) for controlling an autonomous emergency braking system (1) of a vehicle, comprising the steps: Receiving (21) information (P) about an actuation of an accelerator pedal (13) of the vehicle while an automatic emergency braking is being carried out; determining (22) on the basis of the information (P) whether the actuation of the accelerator pedal (13) satisfies a termination criterion; and Generating (23) one or more control signals (S) for aborting the emergency braking depending on whether the actuation of the accelerator pedal (13) satisfies the abort criterion; wherein a first abort criterion is used as the abort criterion if a speed limiter of the vehicle is not active and a second abort criterion different from the first abort criterion is used if the speed limiter is active.

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

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