## 5 Test Verification
### Development and Settings of ARP Test  
This study employed a test vehicle outfitted with the ARP system, incorporating a real-time MPC555 FLMZP40 trajectory optimizer and trajectory controller chip, as well as a DSP28335 auxiliary control unit and data awareness system. Additionally, the system included an execution drive unit chip and various essential actuators. The data awareness system mainly comprised a surround-view camera for detecting parking garage information, a radar for obstacle avoidance, and a camera controller for analyzing the data collected by the surround-view camera. Additionally, the system included an execution drive unit chip and various essential actuators. During the ARP process, the vehicle's driver monitored real-time braking status via the ARP monitoring upper computer without interfering with the normal ARP operations. Only when necessary, the driver can apply the braking instruction or emergency braking parking instruction to make the test vehicle park or for emergency braking. The overall design diagram of the ARP test is displayed in Figure 7.  
Figure 6: Flowchart for IDMMFO proposed in this study.  
The main settings for the ARP test adopted in this study are outlined as follows: data acquisition for braking, assessment of parking feasibility, optimization of reference trajectory, tracking control of reference trajectory, emergency braking, and braking time limits. The limit time of each process was 3.5 s, 1.5 s, 10 s, 25 s, 0.4 s, and 1.5 s, respectively. At least one ARP driver holding a C2 driving qualification in the vehicle, one external safety inspector, and one skilled unmanned aerial photographer should be equipped; the unmanned aerial camera used was the DJI \"Royal\" Mavic 2; the ARP monitoring host computer was configured with a \"MacBook Pro 2016 Core i5 @ 2.9 GHz\"; and the communication was carried out by Bluetooth on board.  
The ARP procedure integrates five stages: environmental sensing, feasibility assessment, trajectory optimization, fuzzy PID control, and emergency braking. Radar and Around View Monitor (AVM) data fusion ensured stability in complex scenarios. The data awareness system of the test vehicle utilized multi-sensor fusion technology, and it mainly comprises a surround-view camera for detecting parking garage information, radar for obstacle avoidance, and a camera controller for analyzing the data collected by the surround-view camera. The data awareness system is composed of a ring array of 12 ranging radars and an AVM system equipped with four high-precision cameras. Specifically, eight radars are positioned on the sides of the front and rear bumpers, while the other four are mounted on the front bumper; the radar array precisely identifies obstacles and delineates parking space contours via a comprehensive 360\({}^{\circ}\) monitoring network. The AVM system employed wide-angle cameras located at the bottom of the front grille, license plate lights, and rearview mirrors to capture images, which were subsequently transmitted via CVDS or LVDS. It then produced a switchable 2D/3D panoramic view without black edges by applying fisheye correction and multi-perspective stitching techniques. The system's design incorporates an overlapping field of view and a dynamic compensation mechanism, which can tolerate up to a 1\({}^{\circ}\) assembly error. Additionally, an automatic rotation mechanism is employed to address image offset caused by vehicle vibrations.  
Figure 7: Overall design diagram of ARP test.