# Simulation of AEBS Applicability by Changing Radar Detection Angle
## 4 Applications of the AEBS to Actual Cases
SN 12 is an interesting example of the fact that radar detection angles should not be ignored as a countermeasure to preventing traffic accidents. Looking at the results of SN 12 in Table 5, the collision speed gradually decreases as the radar angle increases, but an accident does not occur when the radar angle reaches 10\({}^{\circ}\). Figure 17 shows the collision avoidance derived through the simulation when the AEBS is applied to the four types of traffic accidents summarized in Table 5.  
In the simulation, in the case of pedestrian collision or rear collision, 100% of the accidents could be prevented by applying the AEBS. However, in the case of traffic accidents caused at intersections or by lane changes, it was found that it is difficult to obtain significant traffic accident prevention by applying the AEBS. Based on these results, additional simulations were performed while increasing the radar angle by 1\({}^{\circ}\) up to 50\({}^{\circ}\) for traffic accidents that occurred at intersections since intersections record high accident rates in daily life. The results are summarized in Table 6 where the radar angle represents the detection angle that could prevent collisions through the simulation. In particular, Table 6 is the result of a separate simulation of only the intersection part of Table 5. If Table 5 shows the simulation results in the case of a radar angle of 4 to 10 degrees as this is a practical range for car makers, Table 6 shows the simulation results to see what extent the radar angle should be raised to actuate the AEBS, using 15 cases of  
\begin{table}
\begin{tabular}{c c c c c c c c c c c} \hline \hline \multirow{2}{*}{**Type**} & \multirow{2}{*}{**SN**} & \multirow{2}{*}{ \begin{tabular}{c} **Vw/o** \\ **(km/h)** \\ \end{tabular}  } & \multicolumn{4}{c}{**Variable\_1 AEBS**} & \multicolumn{4}{c}{**Vw/o**} & \multicolumn{4}{c}{**Variable\_2 AEBS**} \\ \cline{3-10}  & & & **4** & **6** & **8** & **10** & **(km/h)** & **4** & **6** & **8** & **10** \\ \hline \multirow{8}{*}{Intersection} & 1 & 48 & 47 & 46 & 46 & 45 & 26 & N/A & N/A & N/A & N/A \\  & 2 & 46 & N/A & N/A & N/A & N/A & 48 & 38 & 38 & 37 & 36 \\  & 3 & 40 & \(\Circuit\) & & & 91 & \(\Circuit\) & \(\Circuit\) & \(\Circuit\) & \(\Circuit\) & \(\Circuit\) \\  & 4 & 53 & \(\Circuit\) & \(\Circuit\) & \(\Circuit\) &intersections presented in Table 5. In the case of 3, 12, 14, and 15, both 1 st and 2 nd vehicles showed the activation of the AEBS indifferent to other cases. In addition, Figure 18 shows the collision avoidance rate for each radar angle (class interval), which is summarized as a result of additional simulations. As expected, as the radar detection angle of the AEBS increases, the probability of preventing an accident also increases. For reference, when the radar detection angle is \(50^{\circ}\), an intersection collision accident can be prevented 100% of the time. \begin{table}
\begin{tabular}{c c c} \hline \hline
**Type** & **Case No.** & **Radar Angle (\({}^{\circ}\))** \\ \hline \multirow{8}{*}{Intersection} & 1 & 12 \\  & 2 & 18 \\  & 3\_Veh 1 & 4 \\  & 3\_Veh 2 & 4 \\  & 4 & 4 \\  & 5 & 13 \\  & 6 & 25 \\  & 7 & 24 \\  & 8 & 25 \\  & 9 & 23 \\  & 10 & 29 \\  & 11 & 25 \\  & 12\_Veh 1 & 29 \\  & 12\_Veh 2 & 50 \\  & 13 & 39 \\  & 14\_Veh 1 & 18 \\  & 14\_Veh 2 & 10 \\  & 15\_Veh 1 & 50 \\  & 15\_Veh 2 & 12 \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Additional simulation results for intersections. Figure 17: Collision avoidance rate in a real case.