• Advanced Driver Assistance System IAME

    - by Peter Blanshard, CEO Institute of Automotive Mechanical Engineers

    The number of vehicles being produced each year with an ADAS (Advanced Driver Assistance System) is rapidly increasing. This increase is stimulated by a growing demand from consumers for additional safety features and world standards of stricter safety regulations. More and more manufacturers believe that ADAS features will soon be available in all their vehicles with the 2nd generation of safety systems now being produced.

    The radar, laser or camera sensors are used for safety technologies such as lane-keeping assist and AEB (Autonomous Emergency Braking) and are often located behind the top of the windscreen. The same applies for features such as Adaptive Cruise Control. These safety systems rely on the correct information being transmitted, which we are told by most OEM’s will only be at full capability with the use of the original manufacturer’s windscreen and full calibration of the ADAS.

    Repair shops who are replacing windscreens in modern vehicles with these advanced systems, need to be fully aware of their liability firstly to perform the repair correctly (using the correct glass and adhesive polyurethane) and secondly to ensure a complete re-establishment and calibration of the ADAS, especially if the vehicle was to be involved in another accident. An ADAS that is not calibrated or working properly, and the driver who is unaware that the system is not functioning as it should, could be dangerous recipe on the road and this could increase the chances of an accident. If you (the repairer) are not performing the calibrations on an ADAS system, this needs to be communicated to both the customer or owner and the insurance company responsible so that arrangements can be made for the correct calibration.

    Fleet companies are introducing more policies to better protect their staff and avoid a possible ‘legal minefield’, should a collision not be avoided because of an incorrectly calibrated ADAS…all following the repair or replacement of a windscreen. Repairers are expected to enquire with the owner or management of the fleet as to whether a policy is in place. These new Company policies are written so a staff member can quickly determine that calibration following windscreen replacement has been completed to OEM specifications, possibly as simply as by placing a little coloured sticker on the inside top corner of the windscreen.

    Some vehicle manufacturers are taking the necessity for detailed calibration following repair one step further. Subaru requires only OEM glass is used in windscreen replacements where the Eyesight Advanced Driver Assistance System is in place. Mercedes-Benz recommends the use of their OEM glass when replacing windscreens. With this push from more manufacturers to repairers to use OEM glass when replacing windscreens, closer monitoring of what glass a sub-contracted repairer is using, is now required by the repairer on each and every job where ADAS is involved. 

    Repairing and replacing windscreens used to be a relatively simple process, however, with the advancement in ADAS technologies and prevalence of windscreen mounted sensors, this should no longer be viewed in the same manner as “as we always did it that way”. *Overseas Thatchum Research introduced ‘ADAS Glazing Code of Practice’ which has been provided by the ADAS Repair Group in 2016. This offers a set of guidelines for replacing or refitting windscreens in vehicles fitted with ADAS sensors, so as not to compromise the safety of the consumer in any way…… but released over 2 years ago. Within Australia there is a considerable amount of disbelief or misconception that a proper calibration is really necessary. The IAME CEO, Peter Blanshard attended an information brief by Bosch on Calibration of their systems.

    The instructor stated that to initiate the calibration process, a 20-metre clear area around the car was needed….and to the disbelief of Peter, two participating members within this forum clearly stated this would not happen in their workshop based purely on the cost per square metre. They believed this whole process was a joke! It must have been to there horror to learn that today’s systems are so refined that there is no room for the ‘she’ll be right’ attitude or ‘near enough is good enough’ when it comes to calibration. Just because there may be no trouble lights on, does not mean that the system is working to OEM standards. This is the way some in our industry judge how the system is calibrated  “No warning lights are on”.

    *Ref: Safe Car News Aug 1 2016

    ADAS


    Photo: TEXA tools presentation on ADAS calibration at Mr Windscreen Waterford.

    Ireland opens latest AGE Fitting and Calibration Centre as growth in ADAS technology continues. Ref: Automotive Glass Europe (News).

    This is what a Calibration shop should look like.

    Where are we going with this?

    Need more proof?

    **The automotive industry is working extremely hard on technologies for autonomous driving. To replace human perception of the environment, the use of driver assistance systems with high resolution radar and video sensors is essential. Massive quantities of data, that need to both be transported via the communication networks as well as processed in real-time, are thereby generated. This creates challenges in an unprecedented dimension on recorder solutions as well.

    Current radar and video sensors deliver a measurement data volume of approximately 100 mb each. On top of this comes the sensor fusion data from within the ECU for an additional volume of approximately 50mb each. If one assumes, for example, a vehicle that has been equipped with five radar sensors, and two video systems, together with several other measured quantities. This results in a data volume of approximately 1gb that needs to be managed during collection and storing. This vehicle generates about 3.6 tb of data per hour and 28.8 tb of data per day.

    **(Ref: Vector (Germany) Data Recording for ADAS Development)

    These figures above may be on a more advanced vehicle than what you are currently working on…. but the day will soon come when the above amount of data is generated and stored on each and every trip and this is only possible on a correctly working system. Start now to experience the future.

    As further evidence of what’s here now, we have just a small example of today’s technology ……….  #BMW have listed the following in their latest technical update (plus more);

    Side Radar Sensors <> KAFAS Mid Camera <> KAFAS High Camera <> Driver Camera System <> Side View Camera <>Capacitive Sensor Mat on the Steering Wheel Rim <> Ultrasonic Sensors, Park Control <> Ultrasonic Sensors, Parking Manoeuvring Assistant <> Rear View Camera <> Front Radar Sensor Long Range <> Front Radar Sensor <> Night Vision Camera <> Front Camera.

    # Ref: BMW advert flyer 2018

    * The contents of and any opinions contained in this article may not necessarily reflect the opinions of Capricorn Society Ltd.