No. 43, October 24, 2018

Size: px

Start display at page:

Download "No. 43, October 24, 2018"

Emil Harris
5 years ago
Views:

1 No. 43, October 24, 2018 Windshields vs. OEM replacement and ADAS camera calibrations Executive summary Advanced driver assistance systems (ADAS) are proven to reduce crash frequency, but they also drive up repair costs when vehicle damage occurs. For most technologies, the reduction in claim frequency and associated costs outweighs the disbenefits of the pricier repairs. One of the most significant repair cost increases is associated with replacement windshields. Historically, replacing a windshield did not require any special consideration other than fit and clarity. Now that lidar and camera systems are becoming more common, replacing windshields requires additional consideration beyond aesthetics. No systematic evaluation has been completed to determine if ADAS equipment mounted behind the windshield is indeed affected when the glass is replaced. Most auto manufacturers recommend the use of original equipment manufacturer (OEM) replacement glass when ADAS is present, as well as post-repair calibration of the ADAS sensors. These two recommendations significantly increase repair costs. This advisory outlines IIHS efforts to examine how original equipment windshields from various manufacturers, OEM replacement windshields, and aftermarket windshields affect ADAS operation and effectiveness on eight passenger vehicles. Initial evaluations of the constituent glass properties across the windshield types showed no distinct variation in clarity or refraction. Evaluations of automatic emergency braking (AEB) and lane departure warning (LDW) system operation showed negligible differences between the replacement glass types, except for the Honda Civic. In the case of the Civic, multiple issues contributed to degraded ADAS performance. The most significant one was the aftermarket windshield s glued-on camera mount, which was skewed at an approximate 1 roll angle relative to the vehicle centerline. In addition, loose camera-mounting clips allowed the camera to rotate 1 relative to the vehicle s longitudinal axis. When the aftermarket windshield was initially installed with the camera centered, both lane departure warning and AEB exhibited degraded performance. In the case of AEB, warning times were closer to impact than originally tested, and for lane departure, the lane position was skewed to the right. Of the models IIHS examined, no evidence exists that the glass itself causes any conflict with ADAS operations; however, the Civic results suggest that calibrations must be performed to ensure proper function. The cameramounting problems in the Civic were not identifiable on casual inspection, and the misaligned camera did not trigger any system faults. Ultimately, the situation would be improved if ADAS equipment were fitted with reliable self-diagnostics, which flag the operator when a sensor needs service. Such systems would free repair shops of the need for calibration, except in those rare cases as IIHS observed with the Civic. Background Two-thirds of all comprehensive claims are for glass, with about 14 percent of comprehensive dollars going toward glass claims. The dollar amount has been increasing as windshield replacement costs go up. windshields are less costly than OEM glass, with some new windshields costing more than $1,000. Looking at the prices of a select group of vehicles (Table 1), the average savings when using aftermarket glass is $424. Windshields sold and distributed by the original manufacturer and its dealer network are considered OEM, and they typically bear the OEM logo. windshields are sold by vendors outside of the dealer network (e.g. Safelite) but are often made by the same producers of OEM glass; these parts do not have the OEM logo.

2 Page 2 Insurance Institute for Highway Safety October 24, 2018 Table 1. OEM vs. aftermarket windshield prices Vehicle OEM Savings 2015 Subaru Legacy $370 $187 $ Volvo S80 $618 $262 $ Mazda CX-5 $666 $284 $ Acura TLX $936 $518 $ Honda Civic $577 $154 $ Hyundai Tucson $669 $225 $ Mercedes-Benz C300 $640 $189 $ Lexus ES350 $1,027 $293 $734 Average $688 $264 $424 OEMs widely question the use of aftermarket parts, including replacement windshields. This is becoming a bigger problem as more vehicles have ADAS with sensors mounted to, or behind, the windshield. Manufacturers are concerned that aftermarket windshields will not allow these sensors to operate correctly. Reasons include the composition of the glass (construction material), transmissivity (clarity), variations in the frit (black epoxy border), and variations in sensor mounting brackets. Most manufacturers require ADAS calibration following windshield replacement. Sensor calibration increases labor time and usually needs to be completed by a dealer, adding to costs. replacement windshields have been used for many years as a means of controlling repair costs. The advent of ADAS mounted to the windshield increases the repair cost if OEM glass is required and calibration procedures must be performed. IIHS has compared OEM and replacement glass to determine what, if any, aspects of the aftermarket glass warrant exclusion of its use as a windshield replacement. IIHS also evaluated the validity of the recommendations to always calibrate ADAS sensors after a windshield replacement. Methods IIHS acquired aftermarket and OEM windshields for eight vehicles. Vehicles included a 2016 Acura RLX, 2016 Honda Civic, 2016 Hyundai Tucson, 2016 Lexus ES350, 2016 Mazda CX-5, 2015 Mercedes-Benz C-Class, 2015 Subaru Legacy, and 2014 Volvo S80. Seven OEM-to-aftermarket windshield comparison tests were conducted: Refractive index the clarity and transmissivity of the glass Laser accuracy the deviation of a laser pointed at a target 8 meters away FCW/AEB forward collision warning and AEB test LDW lane departure warning test Precision measurement measurement of the frit and mounting bracket size and location Mounting inspection of the sensor mounting brackets ability to keep the sensors stable in the mounts Some vehicles were only available for a limited number of analyses, and for some others the aftermarket windshields were not readily available. In addition, some dealership service departments were unable to calibrate the ADAS system because they either did not have the equipment or were not aware the vehicle required a calibration.

$Page 3 Insurance Institute for Highway Safety October 24, 2018 Results Refractive index Samples taken from nine different windshields were sent to Florida International University s Evidence Lab for$

3 Page 3 Insurance Institute for Highway Safety October 24, 2018 Results Refractive index Samples taken from nine different windshields were sent to Florida International University s Evidence Lab for refractive index testing. This test measures how fast light propagates through glass. Refractive index (RI) is the ratio of the speed of light in a vacuum to its velocity in a medium. For example: Water has an RI of 1.33, which means the speed of light is 1.33 times faster in a vacuum than in the water. The RI for all the test samples fell into the range normally associated with glass: (all were within RI of each other). Figure 1 shows the refractive index of each windshield sample, within the range of glass. Figure 1. Refractive index of each windshield sample Laser accuracy For this test, a laser range finder was attached to a tripod and aimed through the windshield at the ADAS sensor mounting location (Figure 2). An OEM windshield was placed in a fixture at the same angle it would be mounted in the vehicle. The laser dot was centered on a target 8 meters away. windshield samples of the same model were swapped in the fixture, and the location of the dot was photographed and measured with respect to the original sample. Additionally, OEM windshields were compared to replacement OEM windshields.

Page 4 Insurance Institute for Highway Safety October 24, 2018 Figure 2. Laser accuracy setup For all samples tested, the deviations were mostly in the vertical direction, ranging from 0 23 mm.

The OEM windshields for the CX-5 deviated more than the aftermarket sample evaluated, while the two OEM replacement Hyundai windshields deviated 6 mm from each other.

4 Page 4 Insurance Institute for Highway Safety October 24, 2018 Figure 2. Laser accuracy setup For all samples tested, the deviations were mostly in the vertical direction, ranging from 0 23 mm. Figure 3 shows that when the replacement OEM windshields of the CX-5 and Tucson were tested, IIHS found vertical deviations of 0 to 14 mm from their factory-installed windshields. The OEM windshields for the CX-5 deviated more than the aftermarket sample evaluated, while the two OEM replacement Hyundai windshields deviated 6 mm from each other. There were no Hyundai aftermarket glass samples available. Figure 3. Factory-installed replacement OEM and aftermarket windshield laser deviations for Mazda CX-5 and factory-installed replacement OEM for Hyundai Tucson Vertical Horizontal Resultant 10 mm CX5 OEM #1 CX5 OEM #2 CX5 OEM #3 CX5 AM Tucson OEM #1 Tucson OEM #2 Two aftermarket samples each of the ES350 and Civic were evaluated, along with single samples for the RLX, C- Class, and S80 (figure 4). The deviation from their respective factory-installed sample ranged from 4 to 23 mm

5 Page 5 Insurance Institute for Highway Safety October 24, 2018 vertically. The largest variation was for the S80 and C-Class, with 13 and 23 mm, respectively. Except for the C- Class, all of the variations fell within a 0 14 mm range, factory-installed to aftermarket. Figure 4. Factory-installed aftermarket windshield laser deviations Vertical Horizontal Resultant mm Lexus ES350 #1 Lexus ES350 #2 Honda Civic #1 Honda Civic #2 Acura RLX Volvo S80 Mercedes C-Class These vertical deviations, while relatively minor at 8 meters, can become significant when extrapolated to 100 meters, approximately the effective range of the typical windshield-mounted ADAS sensor. The C-Class would have a vertical downrange error of more than 28 centimeters (11 inches) due to the glass replacement. The majority of aftermarket windshields IIHS examined were within the observed range of differences between factory-installed and OEM replacement windshields (figure 5). Figure 5. Projected laser deviation of aftermarket glass from factory-installed glass, at 100 meters cm CX-5 OEM #1 CX-5 OEM #2 CX-5 OEM #3 CX-5 Tucson #1 Tucson #2 Lexus #1 Lexus #2 Civic #1 Civic #2 Acura RLX Volvo S80 C-Class

Page 6 Insurance Institute for Highway Safety October 24, 2018 Crash avoidance testing (FCW, AEB, and LDW) Baseline FCW, AEB, and LDW tests were conducted on the vehicles before the windshield

6 Page 6 Insurance Institute for Highway Safety October 24, 2018 Crash avoidance testing (FCW, AEB, and LDW) Baseline FCW, AEB, and LDW tests were conducted on the vehicles before the windshield replacement. Windshields were replaced by professional installers from Safelite, and the tests were repeated before and after an ADAS calibration. For all but one vehicle, there was no significant difference in FCW, AEB, or LDW performance, regardless of windshield type or calibration. The outlier was the 2016 Civic with an aftermarket windshield. The 2016 Civic equipped with an aftermarket windshield showed degraded FCW and AEB performance before the calibration. In the baseline tests conducted at 25 mph, the Civic AEB activated at a time-to-collision (TTC) of 1.5 seconds, and the vehicle avoided the target. After the aftermarket windshield replacement, the AEB activated at a TTC of 0.9 seconds, and the vehicle impacted the target at 11 mph. The lane departure warning system did not perform as expected after the replacement, as well. For right lane departures, the alert would activate well before the vehicle reached the right lane marking. On the left side, the warning would not activate until it passed over the left lane line, as if the camera aim was shifted to the right. At no point after the windshield replacement or during the subsequent testing did the Civic indicate a system fault. Upon inspection, IIHS found the ADAS camera, while snug in its mount, could be rotated approximately 1 within its mounting bracket and remain snug in the rotated position (Figure 6). Rotating the camera about the longitudinal axis of the vehicle has a similar effect of biasing the forward aim left or right, depending on the direction. Figure Honda Civic ADAS camera in mount (rotated 0.4⁰ left, centered, and right 0.6 ) FCW, AEB, and LDW tests were conducted with the camera rotated completely to the left, centered, and completely to the right. Table 2 shows FCW/AEB results, with the time-to-collision of the warning and braking, along with the speed at which the Civic hit the target in each test scenario, including pre-calibration and post-calibration. Table 2. Effect of camera on FCW/AEB performance Baseline precalibration left camera centered camera right camera postcalibration centered position Time-to-collision: warning (sec) Time-to-collision: braking (sec) Target impact speed (mph)

Page 7 Insurance Institute for Highway Safety October 24, 2018 Table 3 shows the LDW test results in the same test scenarios. A baseline LDW run was not conducted.

7 Page 7 Insurance Institute for Highway Safety October 24, 2018 Table 3 shows the LDW test results in the same test scenarios. A baseline LDW run was not conducted. For the aftermarket windshield, the ADAS was calibrated with the camera in the center position, the position it was in after the initial aftermarket windshield installation. A calibration with the camera in the left position was possible, but when rotated fully right the camera could not identify one of the static calibration targets. Corresponding tests, post calibration, were not conducted with the camera aligned left or right. Table 3. Effect of camera on LDW performance* OEM precalibration OEM postcalibration left camera centered camera right camera postcalibration centered position Left lane departure (in) Right lane departure (in) *negative number is warning over lane line, positive prior to lane line Precision measurement and mounting comparison Due to the test results and findings from the 2016 Civic, the camera mount and adjacent bracket were measured using a CMM (coordinate measurement machine). Figure 7 shows an overlay of the factory-installed and aftermarket windshields and a picture of the actual bracket mounted on the windshield. There were some differences in the frit location (black border) and the plastic trim piece, but the camera mount and opening were in the same location. Figure Honda Civic CMM data and camera-mounting area

Page 8 Insurance Institute for Highway Safety October 24, 2018 Glass procurement and dealership calibration issues Early in the project, it became obvious that acquiring the correct windshield for a

8 Page 8 Insurance Institute for Highway Safety October 24, 2018 Glass procurement and dealership calibration issues Early in the project, it became obvious that acquiring the correct windshield for a replacement would be problematic. Even when IIHS gave the dealer parts department the vehicle identification number (VIN), 2 of 6 OEM windshields delivered were incorrect, and later, 4 of 6 aftermarket windshields were wrong. The windshields were for the correct vehicle, but they came with incorrect sensor mounting (i.e., lack thereof) and frit. Figure 8 shows the difference in the frit for the factory-installed windshield of a 2016 CX-5 and the aftermarket glass received. Note the missing sensor opening. Figure Mazda CX-5 windshield, OEM (left) and aftermarket (right) The Institute surveyed dealer service centers regarding windshield calibrations, and the results were in line with our lab experience. Three-quarters of dealers who received ADAS calibration requests cited windshield installations as the most common reason, and 17 percent reported that customers have come in for a calibration with the wrong windshield installed (a range of percent). There were also problems with the calibration procedures at the dealers. Some of the calibration issues found after a windshield replacement included: No Mazda dealer within 70 miles of the IIHS Vehicle Research Center had the equipment needed to calibrate the ADAS in the CX-5. Neither the local Honda dealer nor the Acura dealer 80 miles away could successfully calibrate the RLX. The Civic ADAS could not be calibrated when the camera was rotated to the right but could accept a static calibration centered and rotated left. The local Honda dealer could not successfully calibrate the Civic until asked to follow Honda calibration procedures. The local Toyota dealer said it did not have the equipment to calibrate the ES350; however, the equipment is the same for a Lexus as it is for a Toyota. IIHS engineers successfully calibrated the vehicle using Toyota software, following the Toyota calibration procedure. To compare differences in ADAS sensor calibration requirements, OEM calibration procedures for 51 model year vehicles were reviewed (see full model list on page 10). The service departments at each manufacturer s local dealership were also contacted for information. The following items were reviewed and documented: 1. Calibration after windshield installation requirements 2. OEM scan tool required for calibration 3. Basic set-up required (check tire pressure, vehicle ride height, etc.) 4. Advanced set-up required (wheel alignment, etc.) 5. Static calibration required (vehicle stationary, typically in shop) 6. Dynamic calibration required (vehicle moving, usually on road) 7. Target type, if static calibration is required 8. Targets needed to calibrate, if static calibration is required 9. Time to complete calibration 10. Cost of calibration

9 Page 9 Insurance Institute for Highway Safety October 24, 2018 Following is the summary of the calibration procedure review: All 51 vehicles require calibration after windshield replacement All require OEM service tool (i.e. Toyota Techstream, Honda HDS, Volvo VIDI, etc.) General Motors (Cadillac and Chevrolet) calibration procedures state that If the windshield is replaced, the Frontview Camera module must be calibrated, followed by This process (calibration) is NOT required when only replacing the windshield, contradicting the earlier statement. 45 percent say to check tire pressure and ride height before starting process 22 percent say to check wheel alignment o 8 of these 11 alignment checks are to verify the front wheels are straight when the steering wheel is centered 59 percent start with static calibration (targets in shop) o o 35 percent use one target; 24 percent use multiple targets 5 target types are used 69 percent require dynamic calibration o o 27 percent need to start with the static calibration before moving onto the dynamic calibration 42 percent require just a dynamic calibration BMW, Fiat Chrysler, Ford, and GM only require a scan tool hookup, followed by driving over 40 mph on a straight road o The Asian OEMs tend to require more pre-calibration work than the domestics (targets, etc.). After the calibration procedures were reviewed and the above items documented, IIHS researchers either called the service departments of local dealerships or visited them in person to ask how much an ADAS sensor calibration costs and how long the process takes. Following is the summary of the responses, along with some of the comments received: The average calibration time is 1.7 hours, with 6 hours the longest and 1 hour the shortest amount of time. The labor charges range from $80 to $150 per hour. The Ford dealer charges $99 for a calibration, the least expensive, while the Mazda dealer said calibrations can cost up to $780. Lincoln and Ford have the same calibration procedure (initiate scan tool and drive vehicle), but the Ford dealer charges $99.95 and the Lincoln dealer $275. The Chevrolet dealer said they never have to calibrate. The Cadillac dealer said they have done just one calibration, when a customer insisted the ADAS wasn't working correctly (it was found to be in calibration). o GM calibration runs $120. The Hyundai dealer said a calibration is not required after a windshield installation. The Mazda dealer also said calibrations were not needed, especially on OEM glass. o Mazda calibrations are also the most expensive at $ The Volkswagen dealership said the process is very involved, requires an alignment, and takes 5-6 hours to complete. At a cost of $399, it is the second most expensive calibration. The initial issue with the Civic calibration (glass procurement and calibration issues, above), along with the latest dealership service department responses, show a disconnect between what the OEMs require and what the dealerships perform.

10 Page 10 Insurance Institute for Highway Safety October 24, 2018 Model year vehicles reviewed 2017 Acura RLX 2016 BMW X BMW 3-series 2018 BMW 5-series 2018 BMW X Cadillac CTS 2018 Cadillac XT Chevrolet Cruze 2018 Chevrolet Equinox 2018 Chevrolet Malibu 2018 Chrysler Pacifica 2018 Dodge Charger 2018 Dodge Durango 2018 Ford Escape 2018 Ford Explorer 2018 Ford Fusion 2018 Genesis G Honda Civic 2018 Honda Accord 2018 Honda Civic 5 dr 2018 Honda Civic 2 & 4 dr 2018 Honda Pilot 2016 Hyundai Tucson 2018 Hyundai Elantra 2018 Hyundai Kona 2018 Hyundai Santa Fe 2018 Jeep Compass 2018 Jeep Grand Cherokee 2017 Lexus ES Lexus ES Lexus RC 2018 Lincoln Continental 2018 Lincoln MKX 2018 Lincoln MKZ 2016 Mazda CX Mazda Mazda Mazda CX Mitsubishi Outlander 2018 Nissan Rogue Sport 2015 Subaru Legacy 2018 Subaru Forester 2018 Subaru Impreza 2018 Subaru Legacy 2018 Tesla Model S 2018 Toyota Camry 2018 Toyota Corolla 2018 Toyota Highlander 2018 Volkswagen Golf 2018 Volkswagen Jetta 2018 Volkswagen Tiguan Discussion and conclusion IIHS findings for the windshields analyzed indicate no clarity or refraction issues when comparing OEM and aftermarket windshields via the refractive index test and the laser test. For all but one vehicle, there was no significant difference in FCW, AEB, or LDW performance, regardless of windshield type or calibration. However, finding one vehicle out of eight with an observable calibration error effect shows that this issue could occur in the field, requiring calibrations for all systems. Sensor suppliers can improve the rate of needless calibrations by developing systems with self-diagnostic capabilities, which provide a telltale when the system is out of calibration. Additionally, if the OEMs require calibrations after windshield replacement, they should make a concerted effort to inform their dealer networks of the importance of completing the work. Anecdotal information Across all the vehicle makes tested, the sensor calibration process requires precise setup of the vehicle, optical targets, and computer calibration tools. Most of the procedures call for very flat and large work areas in the shop to achieve proper calibration. Many also call for a dynamic test drive afterward as the final part of the calibration process. Our experience suggests many dealerships lack a suitable work area to perform calibrations. In addition, not all dealer technicians are adequately trained on calibration tools and procedures. Third-party glass installers have begun offering calibration services. Safelite, working with Bosch, has developed a calibration tool which is estimated to work for more than 90 percent of the vehicles equipped with windshield-mounted ADAS cameras.

Active Safety Systems in Cars -Many semi-automated safety features are available today in new cars. -Building blocks for automated cars in the future.

Active Safety Systems in Cars -Many semi-automated safety features are available today in new cars. -Building blocks for automated cars in the future. Eugene A. Petersen Tire Program Manager-CR For over