Chasidy Rae Sisk


Chasidy Rae Sisk is a freelance writer from New Castle, DE, who writes on a variety of topics.

She can be reached at crsisk@gmail.com.



Tuesday, 02 June 2020 11:24

May CIECAst Explores ADAS Calibrations---Do It Right and Document What You Do

Written by
Brent Johnson Brent Johnson


CIECA’s May 21 CIECAst featured Brent Johnson, director of global product management for Chief Collision Technology, part of VSG and Dover, who presented “ADAS Calibrations---Do It Right and Document What You Do.”

Ed Weidmann, executive director of CIECA, kicked off the webinar by welcoming attendees and introducing Johnson.


Johnson began his presentation by defining ADAS, static calibration and dynamic calibration.


The presentation focused only on ADAS systems that include safety features. Static calibration is a method that uses predefined targets, locations and distances from the vehicle along with special software to calibrate an ADAS, while dynamic calibration entails placing the vehicle in calibration mode and driving a preset distance/time, traffic density and marking pattern.


“ADAS need a real-world reference,” Johnson explained, comparing the program’s need for training to teaching a teenager to drive. “It needs to understand and know what to consider a threat and what to ignore.


"At distances needed for safety, small errors create big problems. If you’re going down the road and have a very small error, the system reacting improperly or failing to react will create havoc on the road," Johson continued. "All vehicles are calibrated in the factory using static calibration methods, so this gives the vehicles, as they’re coming off the production line, a real-world reference.


"Most systems do have artificial intelligence, they do learn, so yes, you can leave them and let the AI learn, but like a teenager driving, it will take them a little while to pick up what they should and should not ignore.”


Using an example of a factory ADAS system from the Burke Porter Group, Johnson showed the system characterizes the vehicle, positions the vehicle, determines thrust angle, determines wheel runout, positions targets and accesses the ADAS module through ODBII and Calibrate.


He compared gantry-based and compact standalone calibration systems in the assembly plant. Looking at the concern of thrust angle, Johnson demonstrated a 1-degree offset equates to more than 1.75m of error, and depending on sensor monitoring, 1 degree could be less than 0.8mm of offset.

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