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Paul McCarthy Sees ‘Opportunity and Upside’ in ADAS
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By Counterman
While the premise of a vehicle with no steering wheel and no human driver is not something the motoring public is quite ready for, the case for Advanced Driver Assistance Systems (ADAS)
is strong.
In October, automaker Ford posted a third-quarter loss of $827 million, and said it was largely due to its self-driving tech partner Argo AI going under. That same month, J.D. Power and Associates released a study that showed consumer understanding of automated vehicles is rife with misinformation.
On paper, one can make a pretty practical case for autonomous driving – the most obvious benefit being that it could potentially increase road safety and eliminate traffic deaths. Additional justification lies in the ability to reduce collision insurance claims and increase independence for certain populations who are currently limited in their options for safe and reliable transportation – such as the elderly and disabled.
However, as real-world testing begins, the technology is encountering some pretty significant roadbumps, and consumer understanding of the technology isn’t belying the confidence to make the mass adoption of fully automated vehicles a realistic possibility any time soon.
The recent J.D. Power study found 65% of consumers surveyed were unable to accurately define fully automated, self-driving vehicles. Plus, 56% of respondents incorrectly classified the driver-assist technologies available today as fully automated, self-driving technologies. The survey hints that consumers are lagging in understanding as well as preparation for higher levels of automation.
The current system for classifying levels of automated driving was established by the Society of Automotive Engineers (SAE). Ranging from 0-5, the SAE levels run the gamut from Level 0 where the driver is fully responsible for the vehicle’s operation and supervision of the technology on the car at all times, to Level 5, which gives complete control of the vehicle to the operating system itself and requires no human supervision at all. At this time, there are no Level 3-5 autonomous vehicles on the road today, according to J.D. Power.
Today, the most widely used safety technology on vehicles on roads today would be considered Level 2 – which would include such things as Advanced Driver Assistance Systems (ADAS) – automatic emergency braking (AEB), and Electronic Stability Control (ESC), lane assist, parking assist, driver drowsiness detection, gaze detection, etc. These technologies provide partial automation by taking over control in specific situations – such as turning a corner too fast, or coming to close to a vehicle in front of you. In 2008, ESC systems became mandated by NHTSA on all new vehicles by 2011. All automakers are currently participating in a voluntary commitment to make AEB standard on all vehicles as well.
In a recent webinar hosted by Reason Foundation, Brookings Institution and Princeton Autonomous Vehicle Engineering, several experts on AVs shared their thoughts on the subject, hoping to correct some of the common misconceptions and inject a dose of realism into the public debates surrounding autonomous vehicle technology. One of the three speakers, Alan Kornhauser, professor, Operations Research and Financial Engineering, and faculty chair of Autonomous Vehicle Engineering at Princeton University, said he believes ADAS should be mandated.
“ADAS is focused purely on safety,” said Kornhauser. “It’s on all the time, and it overrides drivers only to avoid getting into a crash situation. We’ve had a number of these systems in our vehicles for a long time. As long as we’re not using the brakes inappropriately, they just work the way we want. Otherwise, the system takes over and doesn’t allow you to lock your wheels. Same thing with electronic stability control. You can go around corners just fine. You go around too fast, all of a sudden, the system takes over and makes sure that you don’t lose your rear end. And maybe one of the most successful of these systems is reverse automated braking systems so that if you back up and there happens to be a child behind your car, the car stops.
“This has enormous implication on insurance because in fact, if there is no crash, then there’s no insurance that needs to be paid out. There’s no lawyer, there’s no ambulance, there’s no medical payments that have to be paid,” Kornhauser added.
When it comes to seeing federal or state regulations that could pave the way for more fully autonomous (i.e., driverless) cars on the road, Marc Scribner, senior transportation policy analyst at Reason Foundation, believes we aren’t quite there yet. Having consistent, published technical standards may be one of the bigger roadblocks, he said.
“Automated vehicle regulation is not going to occur in the near term,” said Scribner. “I think the delay is, in part, due to the lack of published voluntary consensus standards that may be ripe for regulatory incorporation. But, there also seems to be generally, at least so far [in] this administration, perhaps less enthusiasm for automated driving systems than the previous two administrations. But, I do think the lack of published technical standards that could be incorporated into regulation is a hurdle. Where federal regulators are silent, states may act instead. States and locals have primary authority over vehicle operations and infrastructure management. They own the roads; they manage the roads. They license drivers, they register vehicles. All of that kind of thing goes in with the vehicles actually out there in the real world,” said Scribner.
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By Counterman
The National Institute for Automotive Service Excellence (ASE) has introduced an Advanced Driver-Assistance Systems (ADAS) Specialist Certification test (L4).
The test is designed to identify technicians who possess knowledge of the skills required to diagnose, service and calibrate ADAS on automobiles, SUVs and light-duty trucks.
“Because ADAS service is becoming a very important vehicle repair service, our stakeholders requested that we develop a certification test that demonstrates that automotive service professionals are qualified to perform ADAS service,” said Tim Zilke, ASE president and CEO. “We worked closely with service technicians, service representatives from vehicle and engine manufacturers, aftermarket trainers and technical educators to develop questions that deal with practical problems experienced by technicians in their work with vehicles that include ADAS.”
The ASE ADAS Specialist test (L4) will cover content focused on the diagnosis, service and calibration of radar, camera, ultrasonic and other advanced driver-assistance systems. Many of the questions relate to a sample vehicle with advanced driver-assistance systems technology used by most manufacturers. This vehicle is described in the
link hidden, please login to view that is provided as an electronic pop-up during the test.
To register for the ADAS Specialist test (L4), automotive service professionals must have passed either the Automobile Electrical/Electronic Systems (A6) or Collision Mechanical and Electrical Components (B5) test.
There is a
link hidden, please login to view available for individuals planning on taking the ADAS Specialist Certification test to help in test preparation. For more information about the new ADAS Specialist Certification test and registering, visit link hidden, please login to view. The post
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By Counterman
When it comes to advanced driver-assistance systems (ADAS), there’s good news and bad news for the automotive aftermarket.
First, the good news. The total addressable market for ADAS replacement parts and service is projected to skyrocket from $317 million in 2021 to $1.1 billion in 2030 – expanding at nearly 17% compound annual growth rate.
Those projections come from
link hidden, please login to view, an Ann Arbor, Michigan-based consulting firm that conducted a study on ADAS opportunities in the aftermarket. The Automotive Aftermarket Suppliers Association (AASA) commissioned the study, which included interviews with 350 repair shops, an in-person focus group and a review of 91 journals, articles and academic papers on the subject. Speaking at the AASA Vision Conference, Jim Fish, lead partner at Innovatrium, asserted that ADAS is “singularly the highest growth opportunity in the aftermarket.” In 2021, more than 1 million vehicles required ADAS service in an aftermarket shop, according to the Innovatrium study.
And now for the not-so-good news: More than 90% of ADAS work that comes into mechanical shops is outsourced to a dealership.
On the collision repair side, the researchers found that more than 75% of ADAS services coming into an auto body shop are performed elsewhere. In 2021 alone, auto body shops outsourced $177 million worth of ADAS calibration work. While mobile technicians might pick up some of that work, the majority likely goes back to a dealership.
The researchers concluded that ADAS features such as automated emergency braking, blind-spot detection, lane-departure warnings and rear cameras will lower crash rates by 20% in 2030. What’s noteworthy about that data point is that 45% of ADAS features are deactivated by the consumer.
Factoring in the independent aftermarket’s limited capabilities for ADAS service – and the likelihood that some consumers will forego ADAS repairs if their vehicles are drivable – the total “likely” ADAS opportunity for the aftermarket is $236 million by 2030.
“This is a radical reduction from the total available market to the total likely market,” said Matt Ballard, head of research at Innovatrium. “ … We’re starting off with this low capability in the aftermarket, and it’s growing slowly. And presently, there doesn’t appear to be anything that would change that.”
Still, the researchers concluded that ADAS is a problem worth solving. They identified three major problems that are inhibiting growth of ADAS business in the independent aftermarket.
Problems Worth Solving
1. Cost of ADAS Repairs
The cost of ADAS replacement parts and equipment are out of reach for most shops, the study found. In many cases, only OEM parts are available, and the lack of standardized calibration processes add to the complexity of performing ADAS work.
“Our call to action is we need aftermarket alternatives,” Fish said. “We need parts that can do this. … And then standardized processes are going to increase aftermarket adoption.”
2. Low Shop Competency
ADAS is a new and intimidating technology that requires a high-end diagnostic skillset to properly service it. Some shops say there isn’t enough volume of ADAS work to develop in-house capabilities.
The researchers asserted that more training for technicians is needed to bring shops’ ADAS competency up to speed.
3. Consumer Usage of ADAS
More and more mass-production vehicles now come standard with potentially life-saving ADAS features. However, the real-world application of this technology is troubling, with 45% of ADAS features being deactivated for various reasons.
According to the study, 41% of consumers are shutting off ADAS features because they don’t believe they actually work, while another 41% find these features distracting and 30% believe they’re not needed.
The researchers recommend a combination of consumer education/information; regulations to ensure that ADAS features are being used as they were designed to be used; and verification.
Fish argued that ADAS is on a trajectory that’s similar to the aftermarket’s gradual adoption of the SAE J2534 standard for reprogramming vehicle ECUs. Fifteen years ago, most ECU reprogramming was being sent to a dealership. Today, 80% of mechanical shops with six or more bays are performing their own J2534 reprogramming.
“We have a long way to go, but we’re not going to get there unless we do something about it,” Fish said. “And no one company is going to solve this. It’s just not going to move the needle. We really need all of us together.”
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By Mighty Auto Parts
The post
link hidden, please login to view appeared first on link hidden, please login to view. Artificial Intelligence (AI) is defined as the simulation of human intelligence processes by machines, especially computers. In automotive, this intelligence is known as ADAS or Advanced Driver Assistance Systems. ADAS includes technologically advanced features that enhance the safe operation of automobiles by increasing the driver’s reaction time to potential driving dangers. These systems use sensor […]
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By Counterman
In our 2022 Distribution Preview in
link hidden, please login to view, aftermarket leaders talk about some of the key issues affecting the industry, and discuss their plans, goals and expectations for the year ahead. This year, we added several fun “Lightning Round” questions that you won’t want to miss.
Here’s our Q&A with Tina Hubbard, president of HDA Truck Pride.
AMN/CM: What did your organization accomplish in 2021 that you are most proud of?
TH: We are most proud of assisting our membership in navigating and becoming stronger during the perfect storm of the past 18 months. Negotiating additional supplier opportunities, educational advancements, increasing legislative awareness and a double-down on technological enhancements have been our focus areas. Through the challenges of 2021, we have seen our membership embrace new technologies and product-growth opportunities. Change often appears more difficult than it is really. We don’t always realize that change has become a constant in our lives. We are stronger and more adaptable than ever before.
AMN/CM: Does your organization currently participate in any programs to help combat the tech-shortage issue? If so, tell us about it.
TH: One of our key initiatives is education. HDA Truck Pride has recently expanded that scope to include industry awareness, retention and recruitment. The commercial-vehicle industry has the opportunity to create a positive, professional image of our industry and all that it has to offer, including technicians. We work in collaboration with the ASE Education Foundation, WyoTech, TMC and other associations, but our approach to addressing the technician shortage is all-encompassing, [focusing on] awareness, education and retention. You’ll hear more about our very intense focus on this as the new year unfolds.
AMN/CM: What do you feel is the greatest opportunity in the automotive aftermarket right now?
TH: Focused on the commercial-vehicle side of the aftermarket, the greatest opportunity facing our industry is enabling technologies. This includes, or perhaps assumes, that 2022 is the year that all suppliers will embrace the industry data standards. Members are eager to seek new avenues for business growth while driving efficiency, and adopting data standards is a great place to start! Working as a cohesive network, 2022 is the just the beginning of endless opportunities for HDA Truck Pride to adopt these technologies and the growth opportunities they present for our members.
AMN/CM: What was your first job?
TH: Babysitting was my first “under-the-table” job. My first legitimate job was at McDonald’s, working the drive-thru, where I would frequently serenade the customers, along with working children’s birthday parties.
AMN/CM: What’s the best piece of advice you ever received?
TH: Do what’s right, not what’s easy.
AMN/CM: What is your favorite food?
TH: This is no secret – chocolate.
AMN/CM: What’s the first thing you do when you get to work each day?
TH: Say “good morning” to everyone.
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