Fuel For Thought: Auto Safety Systems - Calibration Challenges And Opportunities

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A slight modification or accident to a vehicle could
make its driver-assist and crash-avoidance technology not work
properly — or at all. As more ADAS vehicles
enter the fleet, the service and repair industry is struggling to
keep pace.

With the average age of vehicles on US
roads at 12.5 years, new-car shoppers returning to the market
may be unfamiliar with some of the advanced driver assistance
systems (ADAS) applications now available. And even though many
owners of newer cars have driven ADAS-equipped vehicles for several
years, they may not have needed a repair or performed a
modification that impacted those features or sensors.

ADAS are an important development in vehicle safety —
especially as consumer demand and implementation by automakers move
from premium vehicles and into the mainstream market.

Although consumers — and even some dealer service
technicians — may not know that even minor adjustments to
vehicles can throw those sensitive driver-assist and
crash-avoidance systems out of calibration so they no longer work
as designed. Installing larger wheels, replacing a radiator or even
repairing a cracked windshield can disrupt these systems and defeat
their purpose.

The repair industry faces a challenge in dealing with ADAS
technology. In a survey from February 2023 by the US non-profit
group Insurance Institute for Highway Safety (IIHS), about half of
the vehicle owners who had a repair that involved at least one of
their ADAS applications said they had issues with the system after
the job was complete.

More than 3,000 owners of vehicles equipped with front crash
prevention, blind spot detection, rear-view warnings or other
visibility-enhancing cameras were surveyed. The higher incidence of
post-repair issues suggested that auto repair workers are
struggling with the calibration process.

The adoption of ADAS technology among new vehicles began
transitioning from luxury into the mainstream space in 2015, when
Toyota made Toyota Safety Sense standard across its vehicle line,
with other brands following suit. Today, the take rate of adaptive
cruise control has increased significantly over the past seven
years, going past 60% with 2022 model year vehicles in the US —
and it will continue to grow rapidly, according to S&P Global
Mobility analysis.

However, despite that rapid growth curve of installations in new
vehicles, the impact on the overall vehicle fleet is taking much
longer to manifest. That said, more than 10% of the US vehicle
fleet today has adaptive cruise control. Combined with the
accelerated pace of new vehicle adoption, that percentage will
continue to grow. This increase will present several opportunities
and challenges for repair, maintenance and calibration of these
systems.

All these systems must be calibrated after a repair — even
when it does not involve unplugging, replacing or remounting a
sensor. Something as innocuous as a change in tire or wheel size
could impact the ability of a vehicle’s crash avoidance features to
work properly.

Types of driver-assist systems

ADAS come in two types: passive, where the driver is alerted to
situations such as the vehicle veering away from the lane; and
active, where the systems automatically take some action, such as
braking in an emergency. Some popular ADAS applications, such as
adaptive cruise control and lane departure warning systems, which
were introduced in flagship luxury vehicles two decades ago, are
becoming more prevalent in less-expensive vehicles. Other
applications finding their way into the mainstream include forward
collision warning, lane-keeping assist, automatic emergency braking
and blind spot warning systems.

If a passive application such as blind spot warning develops an
issue, drivers could still physically check their blind spots.
However, when active functions such as adaptive cruise control do
not function as expected, it could cause a collision if a driver
becomes overreliant on the application. Therefore, it is especially
critical to ensure ADAS applications are properly recalibrated
after common repair procedures so these features, which often are
designed to act without driver input, produce the expected
result.

As technology systems age, they also require maintenance to
continue working properly. These processes are complicated and
require specialized training and equipment. However, the attention
paid to “old” ADAS technology may wane as newer, more-advanced
features get installed in the latest vehicles. Parts supplies for
the old tech may dwindle, and finding service techs able to work on
a 10-year-old (or older) ADAS application may become a challenge
without continuing education.

Role of calibration

Calibrations can range from being fairly simple — involving
brake pedal position, steering angle sensors, liftgate, and window
positions, or tire pressure monitoring — to more complex,
involving radar systems, vehicle cameras or the nascent segment of
lidar sensors.

Broadly, there are two types of calibration procedures:

Static calibration, which is done using precision aiming
equipment along with a diagnostic scan tool with the vehicle in a
stationary position; and
Dynamic calibration, requiring the technician to drive the
vehicle at a manufacturer-specified speed over a certain distance,
and which allows the onboard radar and camera systems to collect
sufficient data and perform self-calibration. In some cases, this
calibration can also be done by a consumer without any special
equipment. This process can be referred to as “consumer dynamic
calibration.” In this sense, camera and radar systems can
self-calibrate to a significant extent — which is the goal for
OEMs and suppliers.

When a car is involved in a collision, it is normal for
calibration to be performed, often as part of a workshop’s standard
procedure. But did you know, seemingly straightforward repair jobs
also require ADAS application calibration? For instance,
cracked-windshield repairs necessitate calibration of crash
avoidance sensors like the windshield-mounted camera that
frequently supports multiple features. Even a 1-degree change in
the camera position at the windshield could mean a 1.7-meter
deviation 100 meters down the road, resulting in the target area
being significantly off trajectory. This could lead to the vehicle
failing to detect and alert the driver to oncoming hazards.

Similarly, removing a front bumper to get to a radiator or an
HVAC condenser would also require calibration of ADAS sensors —
such as radar or lidar that are frequently installed behind the
bumper or grille. Other instances requiring recalibration include
suspension or steering repair, rear-view mirror replacement, wheel
alignment, or changes in ride height or tire size.

Calibrating ADAS on modified vehicles

ADAS can sometimes conflict with the booming aftermarket parts
sector and a customer base that expects vehicle modifications to
integrate seamlessly with their vehicle. Therefore, it will be
critical for customizers of newer-model vehicles to learn how to
work with ADAS technologies to ensure their modified vehicles’
onboard safety systems are still working within factory spec.

Suspension components, wheels and oversize tires for pickups and
SUVs are among the most popular parts in the specialty-equipment
aftermarket, and vehicles equipped with such components need
recalibrating of original-equipment ADAS sensors, according to the
Specialty Equipment Market Association (SEMA).

Installing a set of auxiliary lights, a winch bumper or other
accessories could even require ADAS sensors to be relocated. Some
OEMs or suppliers provide some measure of accommodation in their
vehicle designs and consulting the OEM or supplier installation
manuals may provide guidance, a SEMA report stated. As ADAS
functionality evolves into more comprehensive automated driving,
however, it is unclear whether or to what extent this accommodation
may continue. This is especially true as automakers begin to assume
legal liability for the safe operation of highly automated
vehicles.

The association is researching on behalf of its members to
create a series of best practices on the proper ways to address
ADAS functionality on modified vehicles so that all the sensors
work, Mike Muller, ADAS engineer for SEMA Garage Detroit, told
S&P Global Mobility.

However, the rate of ADAS innovation has outpaced regulators’
ability to update safety standards. The Federal Motor Vehicle
Safety Standards have not yet mandated or regulated any specific
ADAS technology — although 15 automakers have voluntarily
pledged to make AEB standard equipment in new models by September
2022 (many OEMs have already complied).

“There are a lot of innovations in the implementation of cameras
and radars, but there are no standards for them in North America,”
Muller said. “That’s an important distinction, because once
something becomes mandated, such as ABS or ESC, then there’s a
standard against which it can be tested.”

Implications for consumers

For consumers, the increasing adoption of ADAS in vehicles and
complicated procedures to maintain them could mean increased repair
and insurance costs. For instance, in the US, while a simple
windshield replacement can cost as little as US$250, vehicles
equipped with front crash prevention technology were much more
likely to cost US$1,000 or more — with much of the higher cost
related to calibration, according to a Highway Loss Data Institute
(HLDI) study.

Sensors and other components are often located on the vehicle’s
exterior, mostly on the leading edge of the vehicle — a common
point of impact in collision claims. Fixing these systems in the
event of a crash can result in higher repair costs, especially if
it requires replacing a sensor. For example, an HLDI analysis
indicates curve-adaptive headlights tend to be more expensive to
replace and calibrate than conventional halogen headlights.

Locating forward-looking sensors that support forward collision
warning and automatic emergency braking in the front bumper could
make equipped vehicles more susceptible to increased repair costs,
as well. A joint study by IIHS and HLDI in 2022 revealed that the
average payment per claim for damage to the insured vehicle with
auto-brake was US$117 higher than for vehicles not equipped with
the feature.

However, lower crash rates overall are a clear benefit of these
technologies. Reductions in the frequency of collision claims have
the potential to offset some of the additional expense of radar or
other forward-looking sensors. The 2022 HLDI study revealed that
crash avoidance features such as AEB enabled a 50% decline in
front-to-rear crashes, AEB with pedestrian detection enabled a 27%
decline in pedestrian impacts and the rear automatic braking
feature resulted in 78% less crashes while reversing.

That said, calculating money saved from crashes that do not
happen versus the cost of the safety system that prevented the
crash is a matter of driver safety and social cost, rather than an
economic calculation between the cost of collision avoidance and
maintenance.

What ADAS means for vehicle servicing

The growing penetration of ADAS tech means it is not something
repair shops can ignore. Although this also presents an opportunity
for garages to take advantage of the growing service business and
become skilled at identifying, diagnosing and calibrating these
systems. If not, workshops could risk ruling themselves out of
business altogether in the long term.

In fact, the interdependence of routine car repair procedures
with ADAS calibration should make service technicians and shop
owners think about the opportunity. For example, wheel alignment
shops could examine getting into ADAS inspection because an
accurate wheel alignment on most vehicles will require an ADAS
reset.

Before an independent shop gets involved with the technology,
there are a few things to consider. When it comes to ADAS
calibration tools and service information, there are several
options to choose from — including an aftermarket scan tool as
opposed to an OEM tool. The former is suitable for repairers who
work on vehicles from diverse makes routinely, while the latter
could be more suitable for shops specializing in vehicles from
specific OEMs. With each OEM using specific sensors and suppliers
to enable ADAS, and with these ADAS and automated driving systems
becoming more complex in both design and operation, repair shops
may find it easier to specialize in a particular brand for this
type of work.

Additionally, performing ADAS static calibration accurately
requires a large space, and this can sometimes be a hindrance for
repairers that do not specialize in it. The amount of space depends
on the type of equipment used, but ADAS calibration technology
providers recommend a space of 45 feet by 30 feet to calibrate most
vehicles, with more space needed if the shops work with large
vehicles or trailers. Moreover, the space will require a flat
floor, along with uniform and adjustable lighting with no outside
light intrusion; poor lighting is said to lead to inaccurate
recalibration of sensors.

For dynamic calibration, garage technicians will need a good
test route on which speed markings, road markings and signs are
visible. Performing all the calibration on the same route will
result in consistency.

The growing implementation of ADAS is considered one of the most
critical new technological advantages — but it comes with
challenges. Understanding how to repair and recalibrate the crash
avoidance tech — especially as it ages — is increasingly
becoming a priority in the vehicle repair and service industry. For
garages, following stated repair procedures in their exact order
and ensuring calibration is done in a safe and effective
environment will be key to ensuring that vehicles leave the
workshop performing as per factory spec, so the driver and
occupants remain safe.

We are entering a time of ADAS-native drivers who may take the
features for granted. In such instances, drivers could be
increasingly vulnerable to crash situations if the ADAS
applications do not perform as they should. Properly maintained
cars are safer, more capable and more attainable than ever.
However, drivers, dealers and repair shops need to be aware of the
maintenance and repair requirements to keep them that way.

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This article was published by S&P Global Mobility and not by S&P Global Ratings, which is a separately managed division of S&P Global.