{"id":13460,"date":"2022-03-26T16:34:32","date_gmt":"2022-03-26T15:34:32","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=13460"},"modified":"2022-03-26T16:34:32","modified_gmt":"2022-03-26T15:34:32","slug":"adas-17","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2022\/03\/26\/adas-17\/","title":{"rendered":"A maintenance guide to ADAS technologies"},"content":{"rendered":"

Questions remain as to whether more advanced safety technologies will be regulated across the entire commercial vehicle industry. Either way, the best shops will be ready.<\/p>\n

Federal efforts to improve commercial vehicle safety, along with the fear of nuclear verdicts, will likely expedite the voluntary adoption of more advanced driver assistance systems (ADAS) in trucking, particularly for Class 7 and 8 vehicles.<\/p>\n

Touted as potentially lifesaving systems, ADAS technologies fall into four categories: active braking systems, active steering systems, active warning systems, and camera monitoring systems. Vehicles may use all or some of these features, which may provide a certain degree of autonomy for the vehicle<\/a>.<\/p>\n

Through Detroit Assurance 5.0, Daimler Trucks North America<\/a> (DTNA) provides SAE Level 2 automation on the Freightliner Cascadia and Western Star 49X trucks. This includes active lane assist (ALA) technology that provides temporary automated steering and acceleration\/deceleration, along with active brake assist and adaptive cruise control to 0 mph. Detroit has also added updated features such as active speed intervention to alert drivers with visual and auditory cues when the speed limit is exceeded and ALA with Auto Stop to gradually bring the truck to a halt.<\/p>\n

Most manufacturers today are factory-installing ADAS, such as automatic emergency braking (AEB), lane-departure warning, lane-keeping assist, or blind-zone detection. These systems work through a series of cameras, radars, and other sensors that are responsible for capturing and transmitting information to the driver.<\/p>\n

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Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
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\"Because<\/div>\n<\/div>\n<\/div>
Because there is a significant amount of engineering that goes into upgrades, Bendix advises that installing ADAS technologies is not a one-size-fits-all for fleets.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

The Bendix<\/a> Wingman Fusion driver assistance system, for instance, is now standard safety equipment on the International Trucks<\/a> LT and RH Series, and optional on the MV, HV, and HX Series trucks.<\/p>\n

ADAS solutions also provide an increasing amount of complexity. For fleet maintenance operations to keep up, that will mean developing standardized training procedures for technicians working on these advanced systems.<\/p>\n

\u201cA few decades ago, the generalization and efficiency of the use of ADAS technology in commercial vehicles might have seemed uncertain,\u201d noted Marcos Obispo, sales and training manager, diagnostic sales, Cojali USA<\/a>. Cojali provides tools to detect and troubleshoot issues with ADAS.<\/p>\n

Now that they are certain, Obispo said the next step is to accelerate industry learning and understanding to discover new insights, as opposed to being satisfied ADAS has entered the commercial vehicle space.<\/p>\n

And that is what the industry is doing.<\/p>\n

The Federal Motor Carrier Safety Administration<\/a> (FMCSA) has teamed with the American Transportation Research Institute<\/a> (ATRI), American Trucking Associations<\/a> (ATA), ATA\u2019s Technology & Maintenance Council<\/a> (TMC), Owner-Operator Independent Drivers Association<\/a>, Virginia Tech Transportation Institute<\/a> (VTTI), and various suppliers on an initiative called Tech-Celerate Now<\/a>. The overall intent of the program is to provide outreach materials for fleets to implement ADAS, as well as training materials for drivers and maintenance personnel related to ADAS operation, inspection, and troubleshooting.<\/p>\n

VTTI has been studying heavy vehicle safety for more than 20 years now, and since safety technologies in trucking have become more prevalent and advanced, the organization has heavily focused on the vehicle technology side, explained Matt Camden, senior research associate for VTTI\u2019s Center for Truck and Bus Safety. And ADAS has become one of VTTI\u2019s main focal points today.<\/p>\n

Over the course of a decade or more, ADAS technologies in the commercial trucking space have really begun to advance. Earlier generations of technologies had more limitations, Camden said. For example, the very first few generations of AEB would generate more false alerts. Lane-departure warning is another system where the technology is improving, Camden said.<\/p>\n

As these technologies continue to advance, TMC is working on several recommended practice (RP) guidelines\u2014many of which are still in draft form\u2014under the Tech-Celerate Now program.<\/p>\n

\u201cTechnicians must take a \u2018whole truck approach\u2019 when servicing ADAS-equipped vehicles,\u201d TMC advised. \u201cFor example, all ADAS repair procedures are based off the assumption that the vehicle being serviced has a properly functioning antilock braking system (ABS).<\/p>\n

\u201cKeep in mind that small things can change ADAS operation or calibration,\u201d TMC added. \u201cADAS can be affected by anything that can change sensor detection and\/or location, cab ride height, etc.\u201d<\/p>\n

To properly train technicians on ADAS, TMC has identified four \u201ccritical areas\u201d: onboarding new ADAS equipment training, performing preventive maintenance (PM), diagnosing driver complaints, and performing collision repair procedures.<\/p>\n

Thorough technician training<\/h3>\n

ADAS technology is now commonly available from several manufacturers that offer an array of capabilities and functionality. These systems\u2014known under several trade names such as Bendix Wingman, Daimler Assurance, Volvo Active Driver Assist, ZF OnGuard, and more\u2014require equipment owners and users to follow correct maintenance and repair procedures to ensure proper operation, according to TMC.<\/p>\n

\u201cThese technologies are moving targets, constantly evolving and improving,\u201d explained Robert Braswell, TMC\u2019s executive director. \u201cProcessors and sensors are challenged by limitations in processing speed and functionality; each generation gets better. Software algorithms need to handle extremely complex problems of dynamic traffic situations; these are constantly being improved. And when GPS is not available to the truck, better mapping systems can fill the gap. Standardization of nomenclature and design can also help in the specification and maintenance of ADAS.\u201d<\/p>\n

Because of all these moving parts, when onboarding new ADAS equipment training, TMC urges maintenance shops to train technicians in PM inspection procedures, ADAS service and repair information, warranty coverage, system part identification, part location, system function, and diagnostic system testing.<\/p>\n

When it comes to parts, Fabio Mazzon, technical manager, TEXA USA<\/a>, told Fleet Maintenance<\/i> that it\u2019s not easy to determinate the best way to handle the ADAS replacement parts.<\/p>\n

\u201cCameras, radars, and sensors are more expensive than other spare parts already present in the shop,\u201d he advised. \u201cAlso, electronic parts, such as cameras and radar, have to be stored in good condition away from dust, dirt, and humidity.<\/p>\n

\u201cBut a small inventory is suggested,\u201d Mazzon added. \u201cA truck with a failure related to ADAS is a truck that can\u2019t be on the road.\u201d<\/p>\n

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Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
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\"Proper<\/div>\n<\/div>\n<\/div>
Proper technician training is key to making the most of ADAS technologies in trucking.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

To reduce truck downtime, meticulous training to make the most of ADAS technologies comes into play. T.J. Thomas, Bendix director of marketing and customer solutions, stressed that both drivers and technicians need thorough training on the systems and their limitations.<\/p>\n

\u201cIf that is covered with the driver and the technician before the vehicle is put into service, then a significant number of questions are answered,\u201d Thomas said.<\/p>\n

\u201cIf you\u2019re a fleet that is just coming up to speed or your technicians are still ironing out details on how they incorporate that into your fleet, that could be a barrier,\u201d he added. \u201cMany dealerships have a lot of training and are up to speed, but a fleet may or may not be depending on how they maintain their vehicles.\u201d<\/p>\n

TMC urges fleet maintenance professionals to keep in mind that because there are several types of ADAS technologies, they should always be cognizant of the specific version being serviced. That also means checking OEM guidelines for any detailed repair, inspection, and warranty procedures.<\/p>\n

Proper installation, calibration<\/h3>\n

Cojali\u2019s Obispo pointed out that specific training will ensure that service providers are well placed to face this new market demand. Maintenance operations must understand the importance of the correct functioning and calibration of the ADAS solution, understand the different types of calibrations, and learn the use of calibration tools, he added.<\/p>\n

For example, Bendix Wingman Fusion\u2019s FLC20 camera and FLR21 radar require a specific tool to be calibrated. There are also many considerations to alert technicians to, even if they are not specifically addressing an ADAS maintenance issue.<\/p>\n

\u201cIt\u2019s important to understand that the position of windshield-mounted cameras might be disturbed by many factors: after the windshield replacement or installation, after vehicle body repairs that may have affected the windshield after a control unit replacement, after accidents, after a wheel alignment, after a tire size change, after suspension levels change, after the replacement of the camera or radar,\u201d Obispo explained. \u201cTherefore, fleets and service providers have the challenge to get ready for this new technological era, and make sure that they are able to work on the installation and calibration of ADAS systems in order to get trucks back on the road in optimum conditions.\u201d<\/p>\n

He emphasized that if repairers are unable to calibrate the safety systems, they should inform customers and drivers about the necessity and importance of getting the system calibrated somewhere else, as well as the risks of an incorrect or not completed calibration.<\/p>\n

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Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
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Bendix Wingman Fusion integrates next-generation advanced safety technologies like radar, camera, and brakes into one system.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

In short, Obispo added, correct calibration will be key to guaranteeing the \u201cperfect functioning\u201d of the safety system and getting the most out of this technology. As far as fleets are concerned, he advised maintaining a control and record of the different systems incorporated or installed in vehicles (type, manufacturer, model, parts, or components that make it up).<\/p>\n

\u201cBased on our experience working closely with fleet managers, service managers, and technicians, we could say that now more than ever fleets and repair services are beginning to realize the need for and importance of calibration after repair work on the part,\u201d Obispo said. \u201cThe reason is easy; they see that the number of commercial vehicles on the road and in workshops that incorporate these systems increases every day, and they want to remain competitive in the face of this new demand.\u201d<\/p>\n

TEXA\u2019s Mazzon also emphasized that ADAS calibrations, alignment processes, suspensions calibration, and chassis\/frame inspections must be part of the long-term maintenance plan for heavy-duty trucks.<\/p>\n

Performing PM inspections<\/h3>\n

According to TMC, when performing PM procedures, technicians should connect the equipment to diagnostic computer to check for stored, inactive, or active fault codes, and check for any available software updates.<\/p>\n

Technicians should also check for any driver vehicle inspection reports (DVIRs) that would indicate malfunctioning, as well as visually inspect all systems. For instance, check wiring and brackets, and inspect for signs of tampering\u2014that might include high counts of inactive fault codes related to blocked sensors or switches that are related to safety systems like lane-departure warning.<\/p>\n

High counts of inactive fault codes might be related to sensors and components that drivers unplug, such as cameras, displays, radars, and electronic stability program (ESP) sensors to disable ESP and collision mitigation.<\/p>\n

Technicians should also inspect dash- or cab-mounted camera displays, including rearview displays, side mirror displays, blind spot displays, or bird’s-eye view displays, TMC pointed out. That includes inspecting the surface of the display for cracks or scratches that will impair view and testing each type of installed camera display to check for clarity and function.<\/p>\n

When installed, these systems do have a test mode. TMC urges using those instructions and abilities to test the full function of each system. \u201cThis is especially important to collision avoidance and automated emergency braking systems,\u201d according to TMC. \u201cIt\u2019s not safe to physically test all ADAS.\u201d<\/p>\n

Check for installed ADAS that include computer-guided checks while connected to a diagnostic computer. When they exist, TMC recommends performing these as a routine part of preventive maintenance.<\/p>\n

TMC also advised that a professional driver should test drive the equipment\u2014only if the systems can be tested safely. In addition, TMC recommends inspecting the function of ADAS technologies such as adaptive cruise, lane-change assist, and blind-spot assist. When test driving, see if any failures show up on the display screens.<\/p>\n

After inspection, TMC recommends technicians make a post PM diagnostic scan to ensure any failure codes are cleared.<\/p>\n

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Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
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\"The<\/div>\n<\/div>\n<\/div>
The ACom PRO software automatically detects and gathers active and inactive DTCs from all Bendix ECUs on the vehicle.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

System upgrades<\/h3>\n

Historically, commercial vehicle safety systems have typically relied on an individual radar or camera to identify valid objects and vehicles before issuing an alert or taking action. Supplier Bendix has taken its latest driver assistance system, Bendix Wingman Fusion, a step further. Wingman Fusion integrates next-generation advanced safety technologies like radar, camera, and brakes into one system.<\/p>\n

Bendix built Wingman Fusion from technologies including Bendix ESP Electronic Stability Program full-stability system, Bendix Wingman Advanced collision mitigation technology, and AutoVue Lane Departure Warning System from Bendix CVS. New features for Wingman Fusion include stationary vehicle braking (SVB) and overspeed alert and action.<\/p>\n

Bendix\u2019s Thomas advised that because there is a significant amount of engineering that goes into these upgrades, installing ADAS technologies is not a one-size-fits-all for fleets. Upgrades, he noted, are designed for the specific make, model, and year of the vehicle.<\/p>\n

\u201cWe are noticing that the OEs are applying that technology a bit differently from make to make,\u201d Thomas said. \u201cA feature that might be called the same feature by Bendix might operate just a little bit differently given a different OEM. We would encourage the fleets to get their dealership involved to make sure they fully understand from that specific OE point of view exactly what feature set is on that vehicle they are ordering and to understand how the dealership or OEM describes it as well.\u201d<\/p>\n

Bendix offers several troubleshooting tips to minimize downtime for these evolving systems. A Bendix Tech Tips series provides guidance on troubleshooting and diagnosing advanced safety technologies, from the foundational elements of antilock braking to the components that enable collision mitigation, and more.<\/p>\n

\u201cSometimes the first response to an indicated electronics problem within collision mitigation systems may be to start removing and replacing components,\u201d Thomas pointed out. \u201cBut there are plenty of times when a component isn\u2019t the issue, so we recommend starting by running a diagnostic software tool that shows a system view of what\u2019s on the vehicle that includes key vehicle components as well.\u201d<\/p>\n

This assessment can give the technician a quick overview of what\u2019s going on, especially when more than one component shows similar active diagnostic trouble codes (DTCs), such as J1939 communication errors.<\/p>\n

The technician can also look for frayed wires, corroded connectors, or blown fuses. Additionally, equipment such as cameras and radars should be checked to make sure they\u2019re unobstructed by things like road debris, snow, and ice.<\/p>\n

In addition, some DTCs are \u201cself-clearing,\u201d Thomas said. \u201cThis means that simply by fixing the situation\u2014removing the obstructing debris, for instance\u2014the indicator lights and associated fault codes will be deactivated.\u201d<\/p>\n

Service data sheets should call out these types of DTCs so the technician is more aware of what kinds of conditions generate them.<\/p>\n

More than ever, the various systems across a commercial vehicle are intertwined, with multiple electronic control units sharing necessary information over the J1939 network, Bendix pointed out. For example, automated transmissions depend upon information from the engine to operate properly and at their highest efficiency.<\/p>\n

A J1939 fault, for example, will impact several systems, so a technician should investigate that fault first, then re-run the diagnostic tool to see if the individual system faults are cleared up, according to Bendix.<\/p>\n

Before assuming that an advanced safety system active DTC means something is wrong with that system, technicians should make sure they\u2019re using a tool that gives them visibility to any active DTCs being broadcast on the vehicle\u2019s J1939 network. Bendix ACom PRO is one such tool, but the important thing is having a diagnostic tool that shows DTCs of the full vehicle, the company advised.<\/p>\n

When connected to a vehicle, the ACom PRO software automatically detects and gathers active and inactive DTCs from all Bendix electronic control units on the vehicle, as well as key vehicle ECUs, like the engine and transmission. This roll call shows what\u2019s on the vehicle, eliminating the need for a technician to guess from a pre-populated list of components.<\/p>\n

ADAS technologies that offer capabilities like adaptive cruise control and AEB are deeply integrated through their communications with systems like the brakes, engine, and transmission. They also include their own ECUs and sensors like camera and radar units\u2014components that require an extra degree of caution.<\/p>\n

Modern diagnostic tools can increasingly make changes to systems, from calibration to reconfiguration. Bendix recommends that any individual technician should confirm with maintenance or fleet management before making any performance changes.<\/p>\n

As systems are upgraded and technologies continue to advance, the lingering question is whether FMCSA will eventually regulate ADAS industrywide. Dan Murray, ATRI\u2019s SVP, believes that for the technologies that make sense, it will be an evolution.<\/p>\n

\u201cI think everyone is moving toward active safety systems and away from warning systems,\u201d Murray said. \u201cRegulatory agencies are going to probably cherry-pick those that make the most sense for regulatory consideration.\u201d<\/p>\n

And, as TEXA\u2019s Mazzon pointed out, everything will be different when ADAS technologies are mandatory in trucking.<\/p>\n

\u201cThere will be precise regulations as there are in the automotive industry,\u201d he said. \u201cFor this reason, shops should embrace this new technology and be sure that they are ready for it.\u201d<\/p>\n

 <\/p>\n

by Cristina Commendatore<\/a><\/span><\/p>\n

Source: https:\/\/www.fleetmaintenance.com\/<\/a><\/span><\/p>\n

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KNOW WHO WE ARE<\/strong><\/a><\/h1>\n

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KNOW THE FLEET MANAGEMENT YOUTUBE CHANNEL<\/strong><\/span><\/h1>\n

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Questions remain as to whether more advanced safety technologies will be regulated across the entire commercial vehicle industry. Either way, the best shops will be ready. Federal efforts to improve commercial vehicle safety, along with the fear of nuclear verdicts, will likely expedite the voluntary adoption of more advanced driver assistance systems (ADAS) in trucking,…<\/p>\n","protected":false},"author":3,"featured_media":13461,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[18],"tags":[55,53],"_links":{"self":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13460"}],"collection":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/comments?post=13460"}],"version-history":[{"count":1,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13460\/revisions"}],"predecessor-version":[{"id":13462,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/posts\/13460\/revisions\/13462"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media\/13461"}],"wp:attachment":[{"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/media?parent=13460"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/categories?post=13460"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/wp-json\/wp\/v2\/tags?post=13460"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}