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Advanced Driver Assistance Systems

ADAS Testing

One hardware for different ADAS tests

Every modern vehicle is equipped with advanced driver assistance systems (ADAS). One of the challenges of ADAS testing is to precisely measure relative position and velocity from car to car when testing longitudinal control systems and to track the car in the testing of lateral control systems.



  • Perfect synchronization of all signal sources from two or more cars or moving objects
  • All ADAS tests can be done with the same hardware
  • With the new plug’n’play TRION™ modules, the hardware can be re-configured for different tests within one minute.


Download ADAS data sheet

Adaptive cruise control

One of the challenges when testing the longitudinal control system, ACC is measuring precisely the relative position and velocity between two or more vehicles (sheer in/out manoeuvres). But the most important feature for gaining high-quality measurement data is perfect synchronization of all signal sources.

Measured signals

  • Relative distance between the vehicles
  • Absolute and relative velocity
  • Longitudinal acceleration
  • Longitudinal deceleration
  • Moment of acoustic, optic and/or haptic warning
  • Lateral deviation

Autonomous emergency brake

AEB tests according to Euro NCAP standards require relative measurements to a virtual vehicle target
(balloon car) that does only carry an IMU for determining the absolute position. Normally,
the position data is transmitted over Wi-Fi.

In addition, driving robotics is needed to control the longitudinal and lateral movement of the vehicles during the test to ensure the repeatability of the test. DEWETRON’s mixed signal approach to acquire synchronized input signals from all sources is essential for the accuracy and the comparability of the data.

DEWETRONs data acquisition solution

  • Data acquisition of up to 6 IMU (GeneSys ADMA and OxTS RT series) data
    streams over Ethernet
  • Synchronization of IMU, analog, CAN and video data and storage to one single
    data file
  • Software visualization of the test scenario including all involved objects

Forwarding collision warning

The main goal of FCW tests is to measure when the driver is warned of an imminent crash, as the warning might be available on the CAN bus much earlier than the acoustic/haptic warning.

Before being approved for the US market, vehicle manufacturers who offer FCW have to test their system to comply with the FCW confirmation test defined by the National Highway Traffic Safety Administration. The DEWETRON systems for FCW tests are fully compliant to the NHTSA requirements and specifications.

Measured signals

  • Position/trajectory of both vehicles
  • Speed of both vehicles
  • Yaw-rate of both vehicles
  • Deceleration of POV
  • Acoustic/Optical warning signal
  • Request of warning signal

Lane support

For tests of lateral control systems such as lane departure warning or lane keeping assistant (LDW/LKA), the measurement system needs to calculate the relative position, angle and velocity between the vehicle and stationary objects, such as lines, curbs or traffic signs. Moreover, the acquisition of synchronized video data is important for such tests.

Measured signals

  • Distance to side, middle line or road edge
  • Steering angle, moment and velocity
  • Lateral acceleration
  • Yaw rate
  • Moment of acoustic, optic and/or haptic warning
  • Driver view (video)
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