Getting ready for servicing ADAS equipped vehicles

July 1, 2020
See how your business can capitalize and acquire the proper tools and training to deal with the technologies of ADAS and take your business well into the future.

It seems like the term ADAS of Advanced Driver Assist Systems is everywhere you turn. It is all over print material of training materials, print ads, and magazines such as this one. It is most certainly automotive repair’s new “it” topic indeed! One would have to either have been on a deserted island or in a coma for the last few years not to have heard mention of this new technology that is migrating its way into the modern automobile.  What once was a conjecture of cartoons of the past like the Jetsons, is now commonplace on not only high end but many base level vehicles offered by many auto manufacturers. The question is, “Are you/is your shop ready for ADAS equipped vehicles and the service opportunities and challenges it presents?" This article will examine some of these mission-critical safety systems, their operation, and technology, the service opportunities they present, as well as, the service information required to do so.

Whether aligning a camera or radar, placement of the target is critical. Any change made to the vehicle that alters its ride height or centerline will likely require recalibration. Check the SI for details.

One of the first precursors to ADAS systems we have to experience was the backup camera. It started in high-end vehicles and became common as the technology became more affordable.The legislation was introduced in 2014 to have it become standard equipment and OEMs were given a few years' grace period. By 2018 all US vehicles are required to have this life-saving feature. According to the NHTSA, nearly 200 people are killed each year and another 14,000 are injured in so-called “back-over accidents” when drivers backed over another person without noticing them.This is the impetus of all ADAS systems.They improve vehicle safety, reduce accidents, injuries and in many cases save lives!  A simple high-resolution camera much like the one in your laptop webcam or even a cheap cell phone attached to the rear of the vehicle, usually above the license plate or on the trunk or hatch gives the driver a better view of what was before below the field of vision. Distance lines or grids are often added to the camera's viewed image to give the driver a sense of depth and to aid in backing up while parking.  This worked in conjunction with Park Aid Sensors on higher-end vehicles to detect the proximity of the vehicle to objects while backing up. On many vehicles the back-up camera with grids was substituted for the ultrasonic park aid sensor system reducing the cost due the camera technology was far less expensive to produce than the multiple ultrasonic sensor systems. As the price of these ADAS technologies comes down the more models are produced with them. What once were luxury car amenities are now showing up as standard equipment on many OEM’s base models. Both these were Level 0 autonomous features as defined by SAE. They assisted the driver, but the driver was responsible for all driving. They are limited to warnings and some momentary assistance.  Later as technology and sensor fusion advanced, we added the ability to apply the brakes while backing up to avoid hitting a pedestrian or a vehicle we may be backing out in front of.  Let us investigate some of the other levels of autonomy, their definition, ADAS systems, and safety features they provide the driver. 

SAE five levels of autonomy

Level-one offers a small degree of driver assistance, allowing for some hands or feet off operation. The driver is still in charge of the vehicle, but the vehicle can provide steering or acceleration or braking independent of the operator but not at the same time. An example would be ACC or Adaptive Cruise Control.  

Level-two is similar to level-one, with the driver still in control but the ADAS system can provide steering and acceleration simultaneously. Levels zero, one, and two ADAS systems support the driver who is still in control of the operation of the vehicle.

Level-three is truly the point where the vehicle starts to become autonomous. These vehicles allow for the operation of the vehicle without direct driver input. The vehicle can “drive” itself from “point-A” to “point-B” but only after certain enable criteria or conditions are met. In the event of an emergency, the driver is to take control.  Cadillac’s Super Cruise or Audi Autonomous Self-parking would be examples of this technology.

Level-four removes the driver from the operation of the vehicle. You are just a passenger along for the ride. Many Level-four vehicles may not even have pedals and /or steering wheels. An example of these vehicles would be local driverless taxis.

Level-five is like level-four vehicles just at a more advanced level.  They will not have pedals or a steering wheel.  The main difference is that they can operate the vehicle under all conditions.  These are truly autonomous vehicles, where one would enter and tell the vehicle the destination and sit back and enjoy the ride!

There is no doubt that ADAS is not just a one-off but is here to stay. The technology saves lives and reduces collisions/losses. So, there will be no putting the genie back in the bottle.  Moreover,  the question isn't one of whether or not you service these systems, rather one of when are you going to. ADAS changes a lot of the everyday tasks we already do like suspension, alignment, and brake work.

The Eagle-Eyes of ADAS

While back-up cameras and ultrasonic park aid sensors may not seem to be the latest cutting-edge equipment when we think about modern vehicle ADAS accouterments, they represent some of the fundamental technologies that make ADAS work. It may be an oversimplification to state but most ADAS systems work off either cameras and their images or a sensor(s) emitting sound, light (LIDAR), or radio waves (RADAR).

Think of sighting a camera or radar like sighting a rifle scope. Remove the scope and you'll have to readjust it — no way to put it back in the exact same position. And if the rifle isn't level, you're never going to properly align the scope.

For the scope of this article, we will limit the discussion to RADAR and camera image technologies. Often, they can be used for the same ADAS function just used differently between OEMs. For example, ACC or Adaptive Cruise Control, need to know the distance of the vehicle in front of you and the rate of speed at which you are closing in. Several manufacturers such as, Toyota, Ford, Honda, embrace RADAR technology for the job and have a sensor or module in the front of the vehicle sending out electromagnetic pulses and making calculations of the rate of closure and distance based upon the time it takes for them to return. Other OEMs like Subaru and Tesla embrace camera technology for their ACC operation. Both have their advantages and disadvantages, no one technology dominates in the ADAS world. There are even OEMs that through what is known as sensor fusion incorporate both. As we move into the higher level of autonomous vehicle classification > level-three, we see multiple technologies incorporated like; long, medium and short-range RADAR, multiple cameras, ultrasonic sensors, and LIDAR all work in tandem with one another.

“Knowledge” is “power”…but it’s also profitable

All this technology is life-saving and very appealing to the modern vehicle owner. But what does this mean to us as technicians and shop owners?  The short answer is its opportunities! Think about all the traditional revenue streams that we were used to that have been slowly scaled back from us. Parts are lasting longer, dealers are price matching tires, installing wiper blades, performing flushes, etc.  ADAS provides us an opportunity for a new revenue stream. It also requires us to invest in some tooling, training, and infrastructure to perform these repairs and calibrations. It is the same trait we have had to embrace in our industry - being able to adapt to change.  Whether you feel the inventible autonomous car is a bad idea or whether you want to own one is irrelevant, the question is are you willing to adapt to the change in technology and take advantage of the opportunities they present to service?

So where do we start? Knowledge is power - accurate service information is an absolute bare minimum to start servicing these mission-critical ADAS systems on modern vehicles.  Knowing when to perform ADAS calibration is arguably as important as to how to perform the calibration. I prefer OE SI (Original-Equipment Service Information).  There are many vendors of service information that cut/paste OE SI so it doesn't necessarily mean you need OE SI for every OEM. I am always a little leery of tools that have the instructions built-in. I would strongly suggest ALWAYS look up the OEM’s procedure and read it thoroughly and completely for EVERY ADAS calibration performed!  OE SI documents give very specific details as to how much space is required, critical measurements for grid setup and target placement, target heights, special tools, and targets required to do the calibration accurately and properly to ensure the correct operation of these mission-critical safety systems.  Read and follow the instructions listed in OE SI documents to the “t”.

The OE SI document will also list the tools specified by the OEM to perform the calibrations on their systems.  The OEM writes SI for dealer/factory technicians and specifies the tools required to be ones that the dealer already possesses. For example, Toyota calls for use of the OE scan tool Techstream and specific essential tools for targets. It does not specify an aftermarket alternative to the OE factory tools. This is where there is a split or difference of opinion in the repair industry. There are many non-OEM players in the ADAS tool calibration industry and more and more coming out every year. Often, there is a complete "system" of targets - some even resized from the OEM original targets and an aftermarket universal scan tool. The “advantage” for a shop purchasing these tools is a “one tool fits all approach”, that keeps shops from having to purchase each OEM scan tool, SI and OEM specified targets.  Proponents of these tools claim the tool merely directs the ADAS system to look for the target and that poor setup and target placement are a greater risk than which tools one uses. There is a moniker of truth to this as I see it. The question to me is more an issue of liability. There is a liability in everything we do in the auto repair profession. The goal as I see it is the limit one's exposure to said liability and these mission-critical safety systems. A trainer friend of mine used to say “ it all depends on your tolerance to pain.” I have a shop owner friend that adamantly instructed his techs that their shop’s goal is comebacks of any sort should be avoided. He goes on to tell them if the vehicle comes back due to the check engine MIL coming back on is one thing. But, if they were to have a comeback due to having no brakes after doing brake work, that is a different scenario. The exposure to liability is much greater in that scenario than if the MIL is coming back on.  Now think about ADAS systems that can brake, accelerate, and steer the vehicle! Therefore, we must be extremely thorough in knowing where, when, and how to do these calibrations. Moreover, they require a technician to be extremely detail-oriented and precise in their setup, target placement, and execution of the procedures.

Taking the short-cut can lead to consequence

The other side of the split in the industry would be the one I and many others favor, all OEM - all the time.  This school of thought is to used OEM SI for looking up the exact procedure and the specified OEM tools required to perform the calibration.  I base my opinion on this on a couple of principles. First, who better than the OEM to know how they want their systems scanned, serviced and calibrations performed.  Consequently, liability plays a large roll in my decision to follow the OE tool method. My “tolerance to pain” is small. Some may be familiar with the John Eagle lawsuit that sent waves through the collision repair industry.

Our collision cousins are faced with numerous challenges when it comes to restoring a customer's car. If it isn't done right, someone can get hurt — or worse. Keep in mind that you face similar responsibilities and liabilities.

A great deal of the judgment revolved around a vehicle being repaired and whether OE service procedures were followed exactly. The case involved a Honda Fit that had the roof replaced, when it was installed it was chemically attached with a common industrial adhesive used in the collision industry rather than spot welded in a specified manner Honda outlined in its OE SI. There was a subsequent accident with injuries. The collision center was ultimately found negligent and the plaintiff was awarded millions of dollars in damages. My interpretation of this lawsuit was that due to the fact the OEM, Honda, in this case, had VERY thorough and detailed instructions as to how to repair their vehicles post-collision damage and failure to follow them resulted in exposed liability.  I see ADAS calibration much in the same way.  Some may disagree, I get that, but as an owner of a small business that performs these calibrations daily, I can ill afford to expose myself to any more liability than possible.  The OE SI is incredibly detailed as to the calibrations of these mission-critical ADAS systems.  There has not been a "John Eagle" style ADAS lawsuit as of yet, but I believe it is just a matter of time. I don’t mean to give folks apprehension about servicing these systems, but rather to inform so you can approach this with eyes wide open so you can make informed decisions regarding servicing, tooling and information allocation.

The next question for repair facilities is to look at when to perform an ADAS calibration on vehicles.  If you are involved with local collision centers doing sublet work for them like suspension, steering, brakes, pre or post scans, or module programming, this is just another service you can provide them. If you are servicing collision centers, you might want to look into trying to add them to your clientele.  Moreover, if you are just servicing the general motoring public, ADAS opportunities are either currently present in your bays or soon to be. Again, consider the possibilities of being able to add another revenue stream to your shop. Regardless of your business model, the important part is that you are not unwittingly turning out work, let's say front end or suspension work that is fundamentally incomplete due to calibration not being performed or the customer apprised. So where do we find this information? Quality service information is a must. I prefer OE SI. Look up every procedure and read through it to see if the parts you are servicing require any specific calibrations.  Something as simple as changing a headlight assembly that required the removal of the bumper cover on a late model vehicle with ACC will require an ADAS calibration. Replacing a cracked windshield in the modern vehicle also requires an ADAS calibration.  Even disconnecting a battery may result in having to perform vehicle calibrations critical to ADAS.  Consequently, as a rule of thumb, any significant change to ride height and steering geometry affects the positioning of cameras, radar, and other fixed-position sensors. I would equate this to the sight of a rifle at the range. Once you get the scope sighted in, there is no way that you could remove it and reinstall or change its position and still have the rifle shoot exactly the same as before.

My goal of the article and subsequent coverage of this topic is by no means to scare off anyone that is on the fence about getting into servicing these ADAS. On the contrary, I believe they present opportunities and additional revenue streams for progressive shops that have a forward vision of their business model. There is a liability in everything we do. This is just part of the modern repair facility. ADAS systems have a direct impact on personal safety but so do brakes, tires, and steering/suspension repairs. Consequently, technicians performing this work will be conscientious, detail-oriented with great attention to detail. I would encourage you to start looking into the possibilities of ADAS. Educate yourself with quality training, service information.  Read up in SI regarding the tools and procedures required by the OEM to perform these calibrations and consider them when making any tool purchases. Don’t fall for just a salesman’s pitch, ask tough questions like, “is this validated by the OEM” etc.? Kick some tires and make an informed decision as to what will work for your business model.

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