Risk Insight: Advanced Driver Assist Systems (ADAS) – fleet challenges

ADAS¹ is the technology now incorporated in new motor vehicles to assist the driver and prevent collisions. Various systems can be fitted consisting of sensors, control units and actuators that all work together to notify the driver of a potential issue on the road that could, if no intervention occurs, lead to a collision.

The notification could be an alert, or if no action is taken the vehicle system could intervene and initiate a braking or steering manoeuvre.

Two forms of this technology are currently seen:

• Collision Detection Warnings (CDW) and Automatic Emergency Braking (AEB) systems. Sensors fitted to the front of the vehicle detect movements of objects in the road ahead and predict a possible collision. The driver is notified and, in many cases, if the driver takes no action the vehicle intervenes, and brakes are applied.
• Lane Departure Warning (LDW) is the second system commonly found which detects the position of a vehicle on the carriage way and warns the driver if the movement of the vehicle is outside of the lanes. A warning will be provided, and some cases corrective steering is undertaken by the vehicle.

The increasing use of this technology presents challenges in the following areas:

• In the vehicle repair and maintenance industry - ensuring that if work is done on a vehicle that the ADAS systems are calibrated and checked before allowing the vehicle back into use.
• Driver awareness of the capabilities of the systems – when the system will intervene and under what circumstances.

It is continually stressed, quite correctly, that both the systems are driver aids in so far as the systems are present to support the driver who must always remain in control of the vehicle.

Potential risk areas

One of the most commonplace repair processes undertaken on a vehicle is windscreen replacement.

If ADAS sensing systems are fitted to the windscreen, this presents challenges in ensuring that the system is recommissioned correctly. In many cases both a static and dynamic recalibration is needed, and it is quite possible that in urban areas dense traffic conditions can prevent a full dynamic calibration from being completed, hence preventing the vehicle being used.

There are further challenges associated with who can undertake windscreen replacement work when connected with recommissioning ADAS systems.

The EU Directive 461/2010 (chapter 3 and 4²) enables aftermarket repairers to undertake servicing and maintenance thus providing fleets some level of choice and convenience.

Therefore, as an example, windscreen replacers have proven the quality of their repairs by:

• Fitting windscreens that are original equipment equivalent (and in some cases the windscreen fitted are manufactured by the same company that manufactured the original) and
• Undertaking documented testing at research laboratories whereby their work has been proved to match the manufacturers.

Well known windscreen replacers now have the technology and staff trained to recalibrate ADAS systems fitted in cars and commercial vehicles.

However, this can leave a doubt in drivers and operators minds regarding the robustness of recommissioning ADAS systems when not undertaken by the manufacturer.

What challenges does this leave the driver, fleet operator and vehicle repairers?

The new systems present several challenges, below we have outlined some of these and their potential impact :

1. The operator may see replacement costs and vehicle downtime increase if there are delays in replacing a windscreen and recommissioning any associated ADAS technology;
2. Specialist support and knowledge is required to undertake the work. In many cases enhanced diagnostic equipment needs to be attached to the vehicles OBD port which then enables access, via WIFI, to a centralised control centre whereby a desk-based technician can access all the manufacturers technical information (or at least the data that is made available by the vehicle manufacturers), to undertake the calibration;
3. Other vehicle related issues such as wheel alignment and low tyre pressures can affect the calibration process and may require additional work;
4. Certification should be provided to demonstrate the system has been fully calibrated;
5. Any changes and certification should be logged on the vehicle’s maintenance history, including ADAS related works– this may present challenges where the maintenance records are kept by the vehicle manufacturers authorised agents;
6. Changes may be flagged up when the vehicle visits a manufacturer’s dealership as part of routine examination of data and the control units on the vehicle. This could then raise concerns regarding manufacturers warranties;
7. Accident damage repairs to areas on a vehicle requiring the removal of a bumper (where some ADAS sensors can be located) which could be undamaged and thus possible to refit, may require recalibration of systems. This presents a body shop repairer with the additional challenge of procuring the services of a company to recalibrate ADAS sensors – all contributing to increasing repair costs;
8. Future challenges may exist in the second-hand market to ensure that any work undertaken to the vehicle during its life that may affect ADAS is logged and proven.

Although the systems normally issue warnings presented visually to the driver and via logging in the vehicles systems (for future interrogation) if there is a fault it has recently been highlighted that an inaccurate calibration may not necessarily generate such a warning.

Conclusions

1. Currently no testing of ADAS is incorporated into MOT testing – it is likely this will be addressed;
2. Driver education needs to be improved both in the vehicle handover process and by encouraging drivers to read the vehicle manuals;
3. Drivers should insist on and employees should provide, effective training on the use capabilities and limitations of ADAS technology;
4. The question of the ability of the driver to switch off “irritating” ADAS systems has been raised – this should be discouraged, and it is possible that in the future an alert can be generated and transmitted should a driver switch off an ADAS safety system.
5. Ensuring that vehicle pre-use checks verify that ADAS systems are engaged and working. In some cases, the systems can be switched off in the vehicles menu and left in a switched off mode which the next driver could be potentially unaware of, although in most cases the system defaults to active;
6. The vehicle repair industry particularly windscreen suppliers and body shops are faced with the challenge of proving to users that the work they undertake includes accurate recommissioning of any sensing or ADAS system.

How can Willis Towers Watson help?

As a first line of defence you may want to consider the following:

1. Current, issued policies and procedures document the checks and reviews that need to be undertaken by drivers;
2. Effective processes are in place to manage vehicle maintenance records;
3. A process is in place to risk assess driving as an at work activity;
4. Processes are present and enforced within a business to enable drivers to obtain and demonstrate understanding of the technology present on their vehicles.

Willis Towers Watson can undertake a fully detailed fleet risk review which covers operations from fleet detail to managing driver behaviours reporting and recommending further actions needed to operate a fully compliant fleet, ensuring that your first line of defence remains as robust as possible.

For further information or guidance please contact your Willis Towers Watson representative.

Footnotes

¹ https://www.brake.org.uk/facts-resources/1628-advanced-driver-assistance-systems-adas

² https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX%3A32010R0461