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Characterization of Pedestrian Automatic Emergency Braking Acceleration in Modern Light Vehicles: Potential Implications for Occupant Safety
Journal article

Characterization of Pedestrian Automatic Emergency Braking Acceleration in Modern Light Vehicles: Potential Implications for Occupant Safety

Maitland Witmer, David Kidd and Valentina Graci
SAE International journal of transportation safety, v 14(1), 09-14-01-0007
31 May 2026
DOI: https://doi.org/10.4271/09-14-01-0007
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Abstract

The objective of this study was to characterize and compare pedestrian automatic emergency braking (PAEB) pulses in modern light vehicles to understand the loading environment that vehicle occupants are being exposed to during PAEB maneuvers. PAEB tests (n = 8008) conducted using 2018–2023 vehicle model years were analyzed. Pulse, vehicle, and impact characteristics (e.g., jerk, peak acceleration, pedestrian scenario, etc.) were derived from each PAEB test. Two k-means clustering analyses were used to group PAEB pulses with and without target collisions based on their similarity between characteristics. One-way ANOVA and Kruskal–Wallis tests were performed on the PAEB pulse characteristics to examine differences between clusters (p < 0.05). Two non-collision clusters (NC1 and NC2) were identified for PAEB pulses without collisions: NC1 had a statistically significant lower jerk (0.8 ± 0.4 g/s) and peak acceleration (1.0 ± 0.1 g) compared to NC2 (1.6 ± 0.8 g/s and 0.9 ± 0.1 g, respectively, p < 0.001). NC1 was mostly represented by stationary adult (88.6%), 60 km/h (99.5%), and 40 km/h (62.2%) tests. NC2 was mostly represented by crossing scenarios (child: 92.3%; adult: 70.5%) and 20 km/h (96.2%) tests. Three collision clusters (C1, C2, and C3) were identified for PAEB pulses with collisions. C3 showed a greater jerk (1.5 ± 0.8 g/s) compared to C1 (0.9 ± 0.6 g/s) and C2 (1.1 ± 0.9 g/s, p < 0.001). These results suggest that with successful avoidance, deceleration begins earlier with higher speeds and a stationary pedestrian, resulting in potentially milder loading conditions for vehicle occupants (i.e., lower jerk in NC1 vs NC2). With unsuccessful avoidance, in daytime pedestrian crossing scenarios, lower impact speeds were observed, resulting in potentially non-optimal loading conditions (i.e., higher jerk and peak acceleration in C3) for vehicle occupants. At night with low beams, C2 may result in advantageous loading conditions for vehicle occupants (i.e., lower jerk and peak acceleration), but it may lead to the worst outcome for pedestrians (i.e., greatest impact speed).

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