WO2023208442A1

WO2023208442A1 - Method for operating an advanced emergency braking system

Info

Publication number: WO2023208442A1
Application number: PCT/EP2023/054251
Authority: WO
Inventors: Poovarasan MURUGAN; ArunKumar MUTHUKUMARAN
Original assignee: Zf Cv Systems Global Gmbh
Priority date: 2022-04-29
Filing date: 2023-02-21
Publication date: 2023-11-02

Abstract

A method for operating an advanced emergency braking system (AEBS) in a commercial vehicle or passenger vehicle, the vehicle (1) being equipped with means to detect accompanying other vehicles (2, 3) ahead and behind, said means transmitting distance information of said other vehicles (2, 3) to at least a control unit (CU4) of the vehicle (1), the control unit (CU4) includes a data processing unit (13) to process current distance and speed of said other vehicles (2, 3), wherein the control unit (CU4) controls automated emergency breaking of the vehicle (1) on the basis of, on the one hand, distance, speed and time gap of at least one of said other vehicles behind (3) and, on the other hand, of own speed and distance to a at least one of said other vehicles ahead (2), whereby a sequence of emergency braking operations to avoid or mitigate collision, when triggered, consists of at least three phases of warning and graduated braking of the vehicle (1), whereby the duration of at least the phases of graduated braking are dynamically adjusted to the current distance and time gap to an approaching rear vehicle (3) according to an algorithm programmed in the data processing unit.

Description

Method for operating an Advanced Emergency Braking system

The present invention relates to a method for operating an advanced emergency braking system (AEBS) in a commercial vehicle or passenger vehicle, the vehicle being equipped with means to detect accompanying other vehicles ahead and behind, said means transmitting distance information of said other vehicles to at least a control unit of the vehicle, said control unit including an electronic control unit of an Advanced Emergency Braking System (AEBS), the AEBS control unit includes a data processing unit to process current distance and speed of said other vehicles. The invention also relates to a control unit to enable the performance of the inventive method, to an advanced emergency braking system with the control unit and to a vehicle equipped with the advanced emergency braking system.

Vehicles are currently already equipped with a wide variety of driver assistance and safety systems. Apart from mere assistance systems such as, e.g., navigation systems, cruise control systems, distance warning systems and lane keeping systems, systems also exist which actively intervene in the driving process. Commonly known in this regard are advanced driver assistance systems, wherein active and passive systems are combined in an overall architecture.

An Advanced Emergency Braking Systems (AEBS) is one of these advanced systems. In particular in vehicles for cargo transportation the Advanced Emergency Braking Systems (AEBS) shall automatically detect a potential forward collision, provide the driver with an appropriate warning and activate the vehicle braking system to decelerate the vehicle with the purpose of avoiding or mitigating the seventy of a collision in the event that the driver does not respond to the warning. UN regulations and provisions for motor vehicles with regard to their Advanced Emergency Braking system are already existing and have to be regarded in the future.

The AEBS can include one or more sensors mounted to the vehicle, i.e. , the host vehicle. Said sensors are configured to detect and to sense accompanying other vehicles ahead and behind on the roadway or the lane in which the host vehicle is traveling. A controller controls at least braking of the host vehicle on the basis of said sensing information received from the sensors.

When the control unit of the AEBS identifies a critical situation the driver is visually and/or acoustically warned in a first phase, the so-called “forward collision warning (FCW)”. If the driver does not respond to it the system initiates a second phase, the so-called “haptic collision warning”, in which first a partial braking is activated, also to intensify the warning to the driver. When the calculated distance is too small and the driver still has not responded a full braking is set off to avoid the collision with an obstacle or to at least minimise the momentum of the impact.

In such a system, the main focus is directed to preventing a collision with a vehicle ahead or to minimising the momentum of the impact on a vehicle ahead or on an obstacle. What is not taken into consideration in prior art to date is that also a vehicle behind is observed in such a way that also a collision with the vehicle behind is prevented or its consequences are minimised to the extent possible.

To this end, US 10 569 771 B2 discloses a system which detects vehicles approaching from behind and issues a warning to the driver if the risk of a collision arises.

US 10,994,654 B2 discloses a system which detects vehicles approaching from behind at too high a speed with the aid of radar sensors and only issues a warning to the driver when the vehicles exceed a specified value of the radar profile.

It was therefore the object of the invention to provide a method for operating an automatic emergency braking system for vehicles in which vehicles approaching from behind under risk of collision do not only trigger a warning signal, but are integrated in the process of automatic braking.

This object is solved by the features of the main claim. Further advantageous embodiments are disclosed in the subclaims. In the method of the invention the AEBS control unit controls an automated emergency breaking of the vehicle on the basis of, on the one hand, distance, speed and time gap of at least one of said other vehicles behind and, on the other hand, of own speed and distance to a at least one of said other vehicles ahead, whereby a sequence of emergency braking to avoid or mitigate collision, when triggered, consists of at least three phases of warning and graduated braking of the vehicle, whereby the duration of at least the phases of graduated braking are dynamically adjusted to the current distance and time gap to an approaching rear vehicle according to an algorithm programmed in the data processing unit.

With the intended splitting into three phases according to the method according to the invention, a dynamic adaptation of the second phase (haptic collision warning) and the third phase (emergency braking) takes place, i.e. , a dynamic adaption of the two phases including a braking operation depending on the distance of a vehicle behind or depending on the time interval in which a vehicle behind approaches. Therefore, the method according to the invention is distinctly different from the method known from prior art in which there is only a warning when a vehicle behind could pose a threat.

In the second phase of haptic collision warning, in which only a gradual, slight operation of the wheel brake takes place, the rear brake light is also activated whereby a vehicle behind is warned to the effect that braking was initiated. By dynamically adapting said two phases the duration of the warning of the traffic behind realised by the brake light and the own braking to the respectively prevailing situation is remarkably improved.

This notably is realized in an embodiment of the invention, wherein said three phases are divided into

- a first phase of forward collision warning (FCW), where visual and/or acoustic warning of the driver but no automatic braking take place,

- a second phase of haptic collision warning, where slight automatic breaking by briefly activating of wheel brakes takes place to intensify FCW, and where a warning for rear vehicle is activated, in particular brake lights, - a third phase of emergency breaking, where strong automatic braking with wheel brakes is activated to avoid or mitigate collision, and whereby the duration of the second phase of haptic collision warning is dynamically adjusted to the current distance of an approaching rear vehicle.

In another embodiment of the invention the duration of haptic collision warning phase is increased, when the time gap to a rear vehicle decreases and, in yet a further embodiment, the duration of haptic collision warning phase is decreased, when the time gap to a rear vehicle increases.

Even though preventing or mitigating an own collision with the vehicle ahead is the top priority also the collision with the following vehicle can be mitigated to the maximum possible extent or even prevented by such an embodiment of the method according to the invention. Namely, also a vehicle colliding from behind can cause severe damage to the vehicle ahead and to its driver. In the extreme case, the algorithm may be configured so that the calculation of the second and third phase will lead to the least harm possible being caused to all three drivers and vehicles.

For this purpose, also embodiments of the method are well suited which contemplate defined thresholds with the aid of which the algorithm can then perform the adaptation of the phase durations with fewer calculation steps or with fewer measurement results from the means for measuring the distance to surrounding vehicles.

This is realized in another embodiment of the invention, where in the case that no rear vehicle is detected the phase of haptic collision warning is set to a minimum threshold, or, in a further embodiment, where in the case that the distance of a rear vehicle detected falls below a set minimum distance the phase of haptic collision warning is set to a maximum threshold.

Another embodiment of the invention belongs to a method wherein the duration of the first phase of forward collision warning is kept constant and independent of any current distance of a rear vehicle. This is important e.g., for not to undercut the statistically determined reaction times for drivers in emergency situations.

In another embodiment of the invention said means to detect accompanying other vehicles ahead and behind include the use of vehicle-to-vehicle (V2V) or vehicle-to- everything (V2X) communication technologies.

The inclusion of the results of these communication means extends the data basis for the algorithm and renders the description of a basic situation regarding the traffic volume or the traffic situation possible which does not exclusively rely on the results of on-board sensors. For example, with the current precision of positioning systems, i.e., for example, the precision of a Global Positioning system (GPS), also a localisation of the vehicles behind is possible which is precise up to a few metres.

One mode of carrying out the method according to the invention is realized by a control unit in a vehicle, the control unit including an electronic control unit of an Advanced Emergency Braking System (AEBS Control Unit) to enable the performance of the method of the invention, the AEBS control unit including a data processing unit to process distance and speed information received from detection means to detect accompanying other vehicles ahead and behind the vehicle, whereby an algorithm is contained in the data processing unit to trigger a sequence of emergency breaking to avoid or mitigate collision, said sequence at least consisting of

- a first phase of forward collision warning (FCW), where visual and/or acoustic warning of the driver but no automatic breaking take place,

- a second phase of haptic collision warning, where slight automatic breaking by briefly activating of wheel brakes takes place to intensify FCW, and

- a third phase of emergency breaking, where strong automatic braking with wheel brakes is activated to avoid or mitigate collision, whereby the algorithm is designed to dynamically adjust the duration of the second phase of haptic collision warning to the current distance of an approaching rear vehicle.

Yet another embodiment of the invention belongs to an advanced emergency braking system (AEBS) in a vehicle, comprising said control unit and comprising means to detect accompanying other vehicles ahead and behind, which are designed as in- vehicle front and rear sensing systems to detect other vehicles. Sensing systems, i.e. , sensors or sensor means produce very accurate results in relation to nearby objects and can also determine the direction in which the object is located. In this respect a further embodiment relates to said AEBS, wherein at least the rear sensing systems are radar sensors, lidar sensors, cameras, ultrasonic sensors or any combination thereof.

In another embodiment the AEBS is a part of or cooperative to an advanced driver assistance system (ADAS). As a result, sensor or data processing capabilities and sensors can be used, for example, whose results benefit both applications.

Yet another embodiment of the invention includes a vehicle for cargo transportation, in particular truck, light truck or trailer, equipped with the advanced emergency braking system (AEBS) according to the invention.

The method according to the invention will be explained in more detail with the aid of an embodiment, wherein:

Fig. 1 shows several situations of a utility vehicle equipped with an automatic emergency braking system (AEBS) and radar sensors including the associated radar detection ranges in the form of a principle diagram,

Fig. 2 shows the chronological sequence of the individual phases or stages of emergency braking by the emergency braking system following the method according to the invention,

Fig. 3 shows the changes in the duration of partial braking (the haptic collision warning) in case of a decreasing distance to the vehicle behind, Figs. 4, 5 show the sequence of emergency braking with its phases dynamically adapted by the emergency braking system in accordance with the method according to the invention,

Fig. 6 shows one example of an electronic system for implementing the method according to the invention in a utility vehicle, and

Fig. 7 shows a section of the electronic system shown in Fig. 6 in detail, a part of the signal flow of the control device CU4 in dot-dash lines. Fig. 1 shows a utility vehicle, namely a truck 1 equipped with radar sensors not shown in closer detail here which are capable of detecting vehicles 2 ahead and vehicles 3 behind on its front and rear side in the form of a principle diagram. The respective radar rays or radar beams or radar detection ranges 5 and 6 can also be seen.

On the left side of Fig. 1 , a state is illustrated here in which no vehicle is following the truck 1 .

In the central illustration of Fig. 1 , it can be seen that a vehicle 3 is following the truck, the vehicle 3 keeping a sufficient spatial and temporal distance 4 to the truck, namely a safety distance sufficient to prevent a collision between the vehicle 3 behind and the truck 1 even in case of a full braking of the truck.

In the right illustration of Fig. 1 , on the other hand, it can be seen that a vehicle 3 is following the truck 2 which does not keep a sufficient spatial and temporal distance 4 to the truck to still come to a stop in case of an emergency braking of the truck 2.

Fig. 2 shows the chronological sequence of the individual phases or stages of emergency braking by the emergency braking system in accordance with the method according to the invention. It can be clearly seen that the entire emergency braking is split into three phases, namely a first phase of the initial warning 7 of the driver (forward collision warning - FCW) in which no braking operation is performed yet, a second phase 8 of partial braking (the haptic collision warning) which produces an intensification of the warning function and already a reduction of the speed by slight braking, and a third phase 9 of emergency braking in which all wheel brakes are braked with maximum force.

In the two last phases 8 and 9 in which a gradually different operation of the wheel brakes takes place, the method according to the invention in which the duration of partial braking 8 and the duration of emergency braking 9 are dynamically adapted to the temporal and spatial distance of a vehicle behind sets in. Here, the duration or the phase of partial braking 8 can be dynamically changed from a maximum duration 8.1 to a minimum duration 8.2 depending on the temporal and spatial distance of a vehicle 3 behind. Consequently, the phase of emergency braking is also changed dynamically from a minimum duration 9.1 to a maximum duration 9.2. Fig. 3 shows the duration of partial braking depending on a temporal distance 10 of a vehicle 3 behind to the truck 1 here. The temporal distance 10 is obtained by distance measurements of the radar sensors and an associated analysis by the algorithm.

In the diagram in the Fig. 3, it can also be seen that, in case of a small temporal distance 10 of the vehicle 3 behind to the truck 1 , the partial braking 8 has a longer duration than in c7ase of a larger temporal distance 10. It follows that, with the method according to the invention, the duration of the warning to the driver of a vehicle behind keeping too small a distance, for example a warning by a brake light, is as long as possible.

Fig. 4 shows the phases of emergency braking dynamically adapted by the emergency braking system in accordance with the method according to the invention in the case in which, behind the truck 1 , no vehicle 3 behind is detected by the radar sensor. This is the state shown on the left side of Fig. 1 . While the first phase 7 of the initial warning of the driver in which no braking operation is performed yet remains unchanged, the duration of the second phase 8 of partial braking is reduced to a minimum, and the duration the third phase 9 of emergency braking is prolonged to a maximum.

The situation is different in the case shown in Fig. 5. Here, the phases of emergency braking dynamically adapted by the emergency braking system in accordance with the method according to the invention are structured so that the duration of the second phase 8 of partial braking is prolonged to a maximum, and the duration of the third phase 9 of emergency braking is reduced to a minimum. This corresponds to the case in which a vehicle 3 not keeping a sufficient spatial and temporal distance 4 to the truck is following the truck 2. This is the state shown on the right side of Fig. 1 .

In the diagrams in Figs. 4 and 5, the speed 11 of the truck 1 during the duration of the three phases of emergency braking is also indicated, respectively. Likewise shown is that the braking deceleration 12 in m/sec² is larger during emergency braking 9 than during partial braking 8.

Fig. 6 shows one example of an electronic system of a utility vehicle. Among the electronic components shown here, inter alia, an electronic control unit CU4 of a driver assistance system ADAS (advanced driver assistance system) also includes an electronic control unit of an Advanced Emergency Braking System (AEBS control unit) for implementing the method according to the invention. The AEBS control unit comprises a data processing unit 13, shown by way of example in Fig.7, to process current distance and speed of an obstacle or vehicle 2 ahead of the utility vehicle, see Fig. 1 , as well as distance, speed and time gap of at least one vehicle 3 behind.

As can be seen in Fig. 6, electronic control units of a powertrain PT and electronic control units of a driver assistance system line DA form an assembly of electronic components for implementing the method according to the invention.

In addition, Fig. 6 shows a gateway PU1 including connected on-board communication devices KU1 and KU2. In other embodiments, the on-board communication device KU1 may be integrated in the gateway PU1. The on-board communication device KU1 may be implemented as an LTE or 5G modem and/or as Wi-Fi module. It is used to handle the communication with devices connected to the Internet or another public communications network. Likewise, it is used to handle the data communication with other vehicles, also referred to as V2V (vehicle-to-vehicle) communication, or with infrastructure devices which are stationary, i.e., the V2X (vehicle-to-everything) communication. For this purpose, the so-called “sidelink” communication capacity of the LTE modem or the so-called “PC5” communication capacity of the 5G modem can be used for the communication with other vehicles. The V2X communication can also be handled via a Wi-Fi module/WLAN module. Finally, the on-board communication device KU1 also offers the functionality of receiving the satellite signals of a satellite navigation system GNNS which corresponds to a global navigation satellite system. The reference numeral A1 designates the antenna of the on-board communication device KU1. Alternatively, a plurality of antennas may be provided for the various communication systems. The on-board communication device KU2 provides the utility vehicle with telematics data and can, in turn, send telematics data to a service provider. These include, e.g., the known applications from the logistics sector such as road charge recording, but also data serving to guide the traffic flow. The corresponding antenna of this communication device KU2 is designated by the reference numeral A2. For example, the communication device KU2 may be implemented as a telematics unit which communicates with telematics service servers via, e.g., the GSM mobile communication system (GSM = Global System Mobile Communication).

To the central gateway PU1 , also an infotainment system D1 is connected via the connection IT5. The term “infotainment” is a portmanteau formed of the words information and entertainment. The infotainment system includes, for example, a display unit. This display unit is a display unit arranged in the cockpit of the utility vehicle which may be arranged, e.g., in the central console or above it in the dashboard. Typically, an LCD panel is used for this purpose. It is, advantageously, implemented as a touchscreen unit. It can be used to carry out various operations. To this end, operating menus are displayed on the display unit of the infotainment system D1 . The driver can select menu items, change parameter settings and enter inputs as known from, e.g., smartphones or tablets. The infotainment system further includes a navigation system, a telephone, a hands-free system, an audio unit typically including a radio, an operating unit, and a combined instrument. The operating unit may comprise an operating unit integrated in the steering wheel and/or a central console operating unit. A head-up display may also be integrated in the infotainment system. The infotainment system is connected to the gateway PU1 via one or more bus connections B5 through which the various data are transmitted, and the operating instructions and inputs entered by the driver are transmitted from the display unit to the gateway PU1 . As an example, Ethernet lines and CAN bus connections are mentioned which may be used for these purposes here.

The powertrain PT includes various electronic control units. Block CU1 (control unit 1 ) designates an electronic engine controller. In commercial vehicles, usually, combustion engines are still used. In the future, increasingly, electric motors will be used for them as well. Block CU2 (control unit 2) designates an automatic transmission control unit. The reference numeral BS designates a brake system of the utility vehicle. Block CU3 (control unit 3) designates an electronic brake control unit EBS, “electronic braking system”, which cooperates with an AEBS control unit that is a part of the control unit CU4 of an Advanced Driver assistance System ADAS referred to later.

The reference numeral 14 respectively designates one main brake per wheel. Each main brake I driving brake 14 can be separately operated by the electronic brake control unit CU3. To this end, the corresponding brake lines 15 are connected to the electronic brake control unit EBS. In the commercial vehicle sector, it is common in trucks to further connect an electronic control unit of a retarder unit to the communication bus B1 of the powertrain PT (retarder unit not shown here). A retarder unit serves to support a braking operation and can prevent the friction brakes/main brakes 14 on the wheels from overheating.

In Fig. 6 the reference numeral DA designates a driver assistance system line. The block CU4 designates an electronic control unit of a driver assistance system ADAS (advanced driver assistance system). This may include an adaptive distance control system automatically keeping a constant distance to a preceding vehicle 2. Control unit CU4 also includes the functionality of an electronic control unit of an Advanced Emergency Braking System (AEBS control unit) for implementing the method according to the invention. As already mentioned, the AEBS control unit comprises a data processing unit 13, shown by way of example in Fig.7, to process current distance and speed of an obstacle or preceding vehicle 2 ahead of the utility vehicle, see Fig. 1 , as well as distance, speed and time gap of at least one vehicle 3 a behind.

In an alternative embodiment, the AEBS functionality is separate from the ADAS functionality, meaning that both functionalities are located in separate ECUs (electronic control units), i.e. an ADAS ECU and a separate AEBS-ECU both being connected to the communication bus B2.

The control unit of CU4, i.e., ADAS as well as AEBS control unit receive the measured values relating to the distance and relative speed relative to a preceding vehicle 2 from a radar sensor SU2 (sensor unit 2) and from a camera SU1 (sensor unit 1 ). The camera SU1 helps to more accurately identify the objects in the environment. This helps to discern whether the measured distance values are reliable. Here a stereo camera is used for the distance determination. Another camera SU3, i.e. a rear camera of the utility vehicle is also a stereo camera for the distance determination of a vehicle 3 approaching from behind.

In synopsis with Fig. 7, which shows a part of the signal flow of control device CU4 A in detail using dot-dash lines, it can be seen, that the measured values relating to distance, speed and time gap, which are supplied by radar sensor SU2 as well as by camera SU1 and camera SU3 inter alia are processed by a data processing unit 13 of the AEBS control unit. Based on the data of current distance and speed of a preceding vehicles 2 and a vehicle 3, the AEBS control unit controls automated emergency breaking of the utility vehicle, whereby a sequence of emergency braking to avoid or mitigate collision, when triggered, consists of at least three phases 7, 8, 9, wherein a first phase 7 is a phase of forward collision warning (FCW), where visual and/or acoustic warning of the driver but no automatic braking take place. A second phase 8 is a phase of haptic collision warning, where slight automatic braking takes place by briefly activating of wheel brakes or a retarder, if present, takes place to intensify FCW, and where a warning for rear vehicle is activated, in particular with brake lights. A third phase 9 is a phase of emergency braking, where strong automatic braking with wheel brakes is activated to avoid or mitigate collision.

According to an algorithm programmed in the data processing unit 13 the duration of the second phase 8 of haptic collision warning is dynamically adjusted to the current distance 4 of an approaching rear vehicle 3.

Whenever processing of the measured values leads to a situation that requires the start of a sequence of emergency braking, CU4, i.e., the AEBS control unit transmits control commands to the control units of the powertrain PT, in particular to the electronic brake control unit CU3, which leads immediately to the performance of the inventive method. The electronic control unit CU4 (control unit 4) may, for this purpose, include a computing unit carrying out a sensor fusion with the distance values provided by the radar sensor SU2 and the distance values provided by the stereo camera SU1.

Further environment detection sensors are possible, for example a lidar sensor (LIDAR = light detection and ranging), an IR camera (infrared camera) as well as a number of ultrasound sensors by which the distances to objects in the close range can be measured.

The electronic control units CU1 to CU3 and the gateway module PU1 are connected to each other via a bus system B1 . For this purpose, a bus system designed for the on-board communication of the vehicle can be used. Typically, serial bus systems are used for this purpose since they require the least cabling effort. As a serial bus system, for example, a CAN (controller area network) bus system is suitable. There are different variants of CAN bus systems such as CAN low speed and CAN high speed for different data rates of 125 Kbit/sec and 1000 Kbit/sec. In addition, there is an enhanced CAN bus specified under the designation CAN-FD bus, FD meaning “flexible data rate”. This specification defines an extended data frame with a higher transport capacity in which the user data field is enlarged. The bus architecture for the bus B1 is designed so that a common bus line is used. Each device connected to this bus B1 is provided with a communication interface IT1. For the CAN bus, accordingly, a communication interface IT1 for the CAN bus is used.

Typically, the bus system B1 is implemented as a CAN bus and referred to as a vehicle bus. The vehicle bus is a special CAN bus which is then implemented in the variant according to the standard SAE J1939. The SAE standards are issued by the organization SAE (Society of Automotive Engineers).

The gateway module PU1 is also provided with the communication interface IT1. For the communication with the on-board communication device KU1 , the gateway device PU1 is provided with a communication interface IT4. For the communication with the display unit of the infotainment system D1 , the gateway device PU1 is provided with a communication interface IT5. For the communication with the telematics unit KU2, the gateway device PU1 is provided with a communication interface IT6.

The components CU4, SU1 , SU2 of the driver assistance system line DA are connected via the communication bus B2. This communication bus B2 may also be formed as, e.g., a CAN bus or a FlexRay bus. Alternatively, it may be implemented as a CAN-FD bus. For this purpose, the components CU4, SU1 and SU2 are provided with the communication interface IT2. If the bus B2 is also implemented as a CAN bus the communication interface IT2 is also configured as a CAN bus interface. Alternatively, there is the possibility to implement the connections to the devices networked via the communication bus B2 as separate Ethernet connections.

The camera sensor unit SU3, here arranged at the rear end of a trailer, is connected to a further communication bus B3, which is connected to the electronic control unit CU3. B3 is connected to a connector socket T2. It serves to receive the corresponding plug of the communication bus of a trailer vehicle when the trailer vehicle is attached. To this end, the electronic control unit CU3 is provided with the communication interface IT3. The bus B3 can also be realized as a CAN bus so that also the communication interface IT3 could be implemented as a CAN bus interface. Alternatively, a communication connection based on automotive Ethernet can be used.

Reference numerals (part of the description)

1 Vehicle, truck

2 Vehicle ahead

3 Vehicle behind I Rear Vehicle

4 Distance

5, 6 Radar ray, radar beam

7 Forward Collision Warning

8 Haptic Collision Warning

9 Emergency braking

10 Time gap

11 Vehicle speed reduction

12 Deceleration

13 Data processing unit of an Advanced Emergency Braking System

14 Main brake

15 Brake line

A1 Antenna of on-board communication device KU1

A2 Antenna of on-board communication device KU2

B1 Bus connection - CAN bus/vehicle bus

B2 Bus connection - communication bus

B3 Bus connection - communication bus

B4 Bus connection

B5 Bus connection

B6 Bus connection

BS Brake System

CU1 Control Unit 1 I Control Block 1 = electronic engine controller

CU2 Control Unit 21 Control Block 2 = automatic transmission control unit

CU3 Control Unit 3 / Control Block 3 = electronic brake control unit EBS CU4 Control Unit 41 Control Block 4 = electronic control unit of a driver assistance system ADAS including electronic control unit of a Advanced Emercency Braking System AEBS

D1 Infotainment System

DA Driver Assistance System line

IT1 Communication Interface

IT2 Communication Interface

IT4 Communication Interface

IT5 Communication Interface

IT6 Communication Interface

KU1 On-Board communication device

KU2 On-Board communication device

PU1 Gateway

PT Power Train

SU1 Camera

SU2 Radar Sensor

SU3 Rear Camera

Claims

1 . A method for operating an advanced emergency braking system (AEBS) in a commercial vehicle or passenger vehicle (1 ), the vehicle being equipped with means (SU1 , SU3) to detect accompanying other vehicles (2, 3) ahead and behind, said means transmitting distance information of said other vehicles (2, 3) to at least a control unit (CU4) of the vehicle, the control unit (CU4) including an electronic control unit of an Advanced Emergency Braking System (AEBS control unit), the AEBS control unit includes a data processing unit (13) to process current distance and speed of said other vehicles (2, 3), wherein the control unit (CU4) controls automated emergency breaking of the vehicle on the basis of, on the one hand, distance, speed and time gap of at least one of said other vehicles behind and, on the other hand, of own speed and distance to a at least one of said other vehicles ahead, whereby a sequence of emergency braking to avoid or mitigate collision, when triggered, consists of at least three phases (7, 8, 9) of warning and graduated braking of the vehicle, whereby the duration of at least one of the phases of graduated braking (8, 9) is dynamically adjusted to the current distance (4) and time gap to an approaching rear vehicle (3) according to an algorithm programmed in the data processing unit (13).

2. The method according to claim 1 , wherein the sequence of emergency braking is divided into three phases, said three phases being

- a first phase (7) of forward collision warning (FCW), where visual and/or acoustic warning of the driver but no automatic braking take place,

- a second phase (8) of haptic collision warning, where slight automatic breaking by briefly activating of wheel brakes takes place to intensify FCW, and where a warning for rear vehicle is activated, in particular brake lights,

- a third phase (9) of emergency breaking, where strong automatic braking with wheel brakes is activated to avoid or mitigate collision, and whereby the duration of the second phase (8) of haptic collision warning is dynamically adjusted to the current distance (4) of an approaching rear vehicle (3).

3. The method according to claim 2, wherein the duration of haptic collision warning phase (8) is increased, when the time gap to a rear vehicle (3) decreases.

4. The method according to claim 2 or 3, wherein the duration of haptic collision warning phase (8) is decreased, when the time gap to a rear vehicle (3) increases.

5. The method according to one of the claims 2 to 4, where in the case that no rear vehicle (3) is detected the phase (8) of haptic collision warning is set to a minimum threshold.

6. The method according to one of the claims 2 to 4, where in the case that the distance of a rear vehicle (3) detected falls below a set minimum distance the phase (8) of haptic collision warning is set to a maximum threshold.

7. The method according to one of the claims 2 to 6, whereby the duration of the first phase (7) of forward collision warning is kept constant and independent of any current distance of a rear vehicle (3).

8. The method according to one of the claims 1 or 7, whereby said means to detect accompanying other vehicles (2, 3) ahead and behind include the use of vehicle-to-vehicle (V2V) or vehicle-to-everything (V2X) communication technologies.

9. Control unit (CU4) in a vehicle (1 ), the control unit including an electronic control unit of an Advanced Emergency Braking System (AEBS control unit) to enable the performance of a method according to one of the claims 1 to 8, the AEBS control unit including a data processing unit (13) to process distance and speed information received from detection means to detect accompanying other vehicles (2, 3) ahead and behind the vehicle (1 ), whereby an algorithm is contained in the data processing unit (13) to trigger a sequence of emergency breaking to avoid or mitigate collision, said sequence at least consisting of

- a first phase (7) of forward collision warning (FCW), where visual and/or acoustic warning of the driver but no automatic breaking take place,

- a second phase (8) of haptic collision warning, where slight automatic breaking by briefly activating of wheel brakes takes place to intensify FCW, and

- a third phase (9) of emergency breaking, where strong automatic braking with wheel brakes is activated to avoid or mitigate collision, whereby the algorithm is designed to dynamically adjust the duration of the second phase (8) of haptic collision warning to the current distance (4) of an approaching rear vehicle (3).

10. Advanced emergency braking system (AEBS) in a vehicle (1) to enable the performance of a method according to one of the claims 1 to 8, the system comprising a control unit (CU4) according to claim 9 and means (SU1 , SU3) to detect accompanying other vehicles (2, 3) ahead and behind, which are designed as in- vehicle front and rear sensing systems to detect other vehicles.

11 . The system according to claim 10, wherein at least the rear sensing systems (SU3) are radar sensors, lidar sensors, cameras, ultrasonic sensors or any combination thereof.

12. The system according to claim 10 or 11 , being a part of or cooperative to an advanced driver assistance system (ADAS).

13. Vehicle for cargo transportation, in particular truck, light truck or trailer, equipped with an advanced emergency braking system (AEBS) according to one of the claims 10 to 12.