# Quantitative Testing and Analysis of Non-Standard AEB Scenarios Extracted from Corner Cases
## 3 Simulation Scenario Construction and Testing
### Simulation Vehicle and AEB System Construction  
The Audi A8 has been selected as the test vehicle, with the Tesla Model 3 serving as the lead vehicle. To simulate millimeter-wave radar or lidar, two TIS sensors have been employed, with TIS1 designated for long-range sensing and TIS2 for blind-spot sensing. The coordinate origin is depicted in Figure 6, while Table 3 outlines the sensor positions, scanning methods, scanning frequencies, sensing ranges, sensing angles, and other pertinent parameters. In Simulink, we created a simulation of an ego car. The AEB system model, driver model, sensor model, ego vehicle model, and tire model are all built-in models provided by PRESCAN. Here, we establish data connections between different modules to form a complete AEB system. The ego vehicle model outputs the relevant kinematic data of the vehicle, including the speed and yaw rate, which are then fed into the path tracking module. This module utilizes PID control to enable the vehicle to track a pre-determined motion trajectory, and subsequently outputs information such as throttle opening to the vehicle's dynamic model and tire model, thereby simulating realistic vehicle behavior. Figure 5: Scene C (Illegal parked vehicles encroaching on the road while going straight on the left lane). \begin{table}
\begin{tabular}{c c c c c c} \hline \hline  & **Position** & \begin{tabular}{c} **Scanning** \\ **Mode** \\ \end{tabular} & \begin{tabular}{c} **Sweep** \\ **Frequency** \\ \end{tabular} & \
\begin{tabular}{c} **Range of** \\ **Perception** \\ \end{tabular} &
\begin{tabular}{c} **Perceived** \\ **Angle** \\ \end{tabular} \\ \hline TIS1 & (3.94, 0, 0.37) & Line scan & 25 Hz & 150 m & 9\({}^{\circ}\) \\ TIS2 & (3.94, 0, 0.37) & Line scan & 25 Hz & 30 m & 80\({}^{\circ}\) \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Sensor parameters. Figure 6: Sensor location diagram (The origin of the red coordinate system refers to the position of the sensor, and the origin of the blue coordinate system refers to the center of the rear axle of the vehicle). The AEB system module receives outputs from both the sensor model and the driver model. The main information includes the speed and yaw angle of the ego vehicle, as well as the distance and angle of the target objects detected by TIS1 and TIS2, the status signals and brake signals output by the driver model, and the engine speed. The AEB system is structured as a three-level system, using the Time-to-Collision (TTC) as the warning threshold. When TTC reaches 2.6 s, the driver is alerted. When TTC reaches 1.6 s, 40% brake pressure is applied. When TTC reaches 0.6 s, full brake pressure is applied. The actions taken at different TTC warning levels are summarized in Table 4.  
The difference between the Autonomous Emergency Braking (AEB) system and the Pre-emptive Braking System needs to be discussed here. The differences between them are as follows:  
1. Triggering Mechanism: The AEB system automatically engages the brakes when the vehicle detects an imminent collision. It utilizes sensors and algorithms to monitor obstacles ahead and proactively initiates braking maneuvers when collision risks are identified. On the other hand, the Pre-emptive Braking System applies braking force in advance when potential collisions or hazardous situations are predicted, aiming to reduce collision risks. 2. Active vs. Passive Operation: The AEB system is an active safety system that autonomously performs emergency braking without reliance on driver input. In contrast, the Pre-emptive Braking System typically functions as an auxiliary feature, providing warnings or assisting with braking but still requiring appropriate driver actions to avoid collisions. 3. Operational Strategy: The AEB system's strategy is focused on minimizing the severity of collisions by swiftly engaging emergency braking once collision risks are detected.