LHP Engineering Solutions

LHP Latest News Blog

Ensuring Safe ADAS Operation in Hazardous Conditions Through Simulated Testing

When using an advanced driver-assistance system (ADAS) in a vehicle, automotive manufactures and researchers don’t just need to know if the system meets all specified requirements; they also need to know if the system really does what it was intended to do, even in changing environmental conditions. One of today’s most common automotive testing standards, ISO 26262, which is the common standard for defining functional safety for electronic and electrical systems throughout their lifecycles, falls short in this area. Thus, it is crucial for automotive engineers to go beyond the ISO 26262 standard requirements to identify and analyze potential hazards and risks with each ADAS as well as how to verify and validate ADAS functionality under variable conditions in the lab.

ADAS Chart

Figure 1. This chart illustrates the entire process, from ADAS specifications, to performing a HARA, to making system improvements system based on the testing results that will be covered in this whitepaper.

Identifying, Analyzing, and Managing ADAS Hazards and Risk

Before performing any testing, automotive engineers need to know what they are testing for. In general, for verification and validation (V&V) testing, engineers need to test for hazards and risk. Simply put, a hazard is something that has the potential to harm the user, while a risk is the likelihood of a hazard causing harm. Automotive engineers need to identify as many hazards as possible, gauge the level of risk, and test the ADAS for those hazards and risks. This process can be done by identifying the possible unintended behaviours of an intended function using a hazard analysis and risk assessment (HARA).

Once hazards and risks are identified through a HARA, V&V testing can be performed. Through V&V testing, it is imperative that systems be exposed to their corner cases and tested in ways that mimic all possible environmental conditions and misuse cases that can be thought of through the HARA process.

When testing, automotive engineers first need to verify that the implemented solutions can handle all possible known/unsafe scenarios. Second, they need to validate that the ADAS is robust enough to handle unknown/unsafe conditions to a point where the residual risk of unintended functionality is low enough to be considered acceptable. This can all be accomplished through a variety of testing with simulated scenarios.

With thorough V&V testing, automotive engineers can expose numerous system vulnerabilities, and as a result, can incorporate safe guards into their designs. Companies such as LHP Engineering Solutions and National Instruments are working together to develop solutions that will simplify the testing process and help automotive manufacturers and researchers navigate the complexities of performing ADAS HARAs and V&V testing.

Learn more about performing ADAS testing and see an example of the importance of validating an ADAS by downloading the whitepaper, Developing Test Solutions to Safely Operate an ADAS In Varying Real-World Conditions.

Download White Paper


Related Articles

Press CTRL + D to bookmark this page.Press Command/Cmd + D to bookmark this page. / Print

Most Recent

The autonomous vehicle movement began in 2009 when Google announced their self-driving car project. From there, tech giants such as Tesla, Apple, and Uber jumped on the bandwagon, designing their own software, code, and sensors in hopes of owning the autonomous space. By 2015, there wasn’t a single automaker who could ignore the draw of a self-driving vehicle. Companies such as Ford, Nissan, General Motors, and Mercedes started pouring into R&D in the hopes of being the first to produce an autonomous vehicle.

LHP Engineering Solutions (LHP), a global engineering services provider and technology integrator within the automotive industry, announced that David Glass, LHP’s CEO was recognized in the 2018 Best Of Comparably Awards for ‘Best CEO in 2018’ for small to mid-sized companies. CEO’s who were honored include leaders from Microsoft, Google, Tesla, and Amazon.

Back in the early sixties, a car’s intake valve would open for a specific duration during a predetermined time in the engine’s four-stroke cycle. It was not an especially flexible system, but in the early days of motor vehicles, this wasn’t a big problem. In the engines of those days, idle and operating RPMs were often quite similar. However, as vehicles advanced in complexity, the range of potential RPMs widened, leading to greater compromises in systems with static valve timing. The need for a better solution lead to the rise of variable valve timing (VVT).