# Quantitative Testing and Analysis of Non-Standard AEB Scenarios Extracted from Corner Cases
## 3 Simulation Scenario Construction and Testing
### Scenario Test and Analysis
#### 3.2.1 A Scenario Construction Test and Analysis
After entering the curved road, collision point 3 spends more time in the blind zone of the sensors and can only be sensed by the supplementary radar at the turning point. Therefore, \begin{table}
\begin{tabular}{c c c} \hline \hline
**Ahead Speed** & **Collision Point** & **Boundary Impact Velocity (km/h)** \\ \hline \multirow{8}{*}{10} & 1 & / \\  & 2 & 40 \\  & 3 & 40 \\  & 4 & 40 \\  & 5 & 45 \\  & 1 & / \\  & 5 & 45 \\  & 1 & / \\  & 5 & 40 \\  & 1 & / \\  & 2 & 40 \\
30 & 3 & 40 \\  & 4 & 40 \\  & 5 & 40 \\ \hline \hline \end{tabular} Note: “/” indicates that no collision occurred within the set speed range.  
\end{table} 
Table 7: Test result of front vehicle deceleration scene in curve. Figure 10: A Scene-CCRb (In scenario A, when the front vehicle decelerates at the initial speed of 10 km/h, 20 km/h, and 30 km/h respectively, the boundary collision velocity is measured at the collision point, respectively). its boundary collision speed initially increases with the turning angle but then begins to decrease again after exiting the curve. Figure 7c shows a critical scenario where the test vehicle enters the supplementary radar detection range at collision point 3 while the lead vehicle is present. For the slow-moving lead vehicle scenario, the boundary collision speed for the 10 km/h scenario is 45 km/h, the boundary collision speed for the 20 km/h scenario is 60 km/h, and the boundary collision speed for the 30 km/h scenario is 70 km/h. As the lead vehicle speed increases, the safety boundary of the AEB system also increases. Since this AEB system is designed based on the TTC (Time-to-Collision) principle, the most important factors affecting the system's response are the speeds of the lead and test vehicles. Therefore, we can use the difference between the test vehicle's boundary speed and the lead vehicle's slow-moving speed to measure the system's response boundary. Based on safety principles, we will take the minimum value of the five collision points as the boundary collision speed for safety. The safety boundary collision speeds for the 10 km/h, 20 km/h, and 30 km/h scenarios are 35 km/h, 25 km/h, and 40 km/h, respectively. Therefore, the range of the AEB system's safety boundary collision speed for the curved road in this scenario is 25-40 km/h. Based on safety principles, the maximum safety boundary collision speed for the AEB system in this scenario is the minimum value, which is 25 km/h. For the decelerating lead vehicle scenario, the boundary collision speeds for the 10 km/h, 20 km/h, and 30 km/h scenarios are 30 km/h, 20 km/h, and 10 km/h, respectively. Based on safety principles, the maximum safety boundary collision speed for the AEB system in this scenario is the minimum value, which is 10 km/h. Figure 11: A Scene (Summary of test scenario data for A). The data shows that the average performance decay rate \(\varnothing_{m}\) of the AEB system in this scenario is 75.44%. The performance decay rate \(\varnothing\) of the AEB system in the decelerating lead vehicle scenario reaches 89.47%. In this situation, the AEB system is essentially ineffective, making this scenario one of the more dangerous scenarios for the AEB system.