THROUGH THE YEARS

When we hear the term advanced driver assistance systems (ADAS) today, cutting-edge technologies like cameras and LiDAR often come to mind. However, the origins of ADAS trace back much further than most people realize. In fact, the foundation of ADAS was first laid out in the 1950s with a simple but revolutionary feature: cruise control. Cruise control made its debut in American luxury cars in the 1950s, offering drivers the ability to maintain a constant speed without pressing the accelerator. This mechanical system worked by holding the carburetor linkage in place and could be disengaged by pressing the brake pedal, thanks to a plunger mechanism.

In 1954, American engineer George Rashid took a leap forward with his patented “automatic vehicle control system,” capable of detecting an imminent collision and responding by slowing or stopping the vehicle. Unfortunately, due to high costs and reliability issues, his innovative system never reached mass production.

A few years later, Cadillac introduced the Cyclone concept car in 1959, which featured radar-based collision detection. Housed in futuristic, missile-shaped cones on the front of the car, the system warned drivers of potential collisions but didn’t intervene to control the car.

Moving forwards, in the 1970s, Mercedes- Benz pioneered anti-lock braking systems (ABS), marking a significant milestone in electronic braking control. ABS ensured vehicles could maintain traction and avoid skidding during hard braking, paving the way for future ADAS technologies.

Throughout the 1980s, advancements in throttle and braking systems evolved independently. The true breakthrough came with LiDAR (light detection and ranging), a sensor technology that uses laser pulses to measure distances. LiDAR provided a reliable means of identifying potential collisions, setting the stage for modern ADAS.

However, it wasn’t until 1992 when Mitsubishi introduced the first LiDAR-based distance detection system on the Japanese-market Debonair sedan. Marketed as “distance warning,” it alerted drivers of nearby obstacles but didn’t interact with the vehicle’s throttle or brakes. By 1995, Mitsubishi enhanced the technology with the Diamante, which used “Preview Distance Control” to adjust speed via the accelerator and transmission but still lacked braking capability.

In 1997, Toyota introduced laser adaptive cruise control on its Japanese-market Celsior, which used throttle control and transmission adjustments to maintain speed but couldn’t apply brakes. Meanwhile, Mercedes-Benz brought adaptive cruise control to North America in 1999 with its Distronic system, which could slow the vehicle but not bring it to a full stop.

The first true Autonomous Emergency Braking (AEB) system debuted in 2003 when Honda released its Collision Mitigation Brake System on the Japan-exclusive Inspire. By 2005, Mercedes equipped the S-Class with Distronic Plus, which combined LiDAR with full braking capability, marking the first AEB system in North America.

By 2016, 40 percent of car models in North America offered AEB as an optional feature. In 2021, consumer demand led six automakers to make city-speed AEB standard across all models, up from just two manufacturers in 2020. This shift reflects the growing recognition of AEB’s life-saving potential.

Today, studies reveal that AEB can reduce rear-end collisions by as much as 50 to 68 percent, particularly in crashes involving injuries. Recognizing these benefits, the National Highway Traffic Safety Administration (NHTSA) mandated AEB for all passenger vehicles in the United States. This regulation, expected to prevent at least 360 deaths and 24,000 injuries annually, highlights the profound impact of ADAS on road safety both today and continuing into the future.