Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 1
Buongiorno,
sono lieto di trasmettervi il numero speciale di GeneralicarNews dedicato al meeting internazionale
RCAR 2013, che si è tenuto nel mese di Settembre in Malesia.
In questo numero vi presenteremo alcune delle ricerche più interessanti, condotte dai Centri di
Ricerca presenti nel resto del mondo.
Protocollo Crash Test RCAR vs Struttura veicoli –
realizzata dal Centro Tedesco AZT;
Confronto diverse tecnologie proiettori – realizzata dal
Centro Coreano Samsung;
L’impatto sulla riparazione dei nuovi sistemi di
assistenza alla guida – realizzata dal Centro Tedesco
KTI e dal Centro Inglese Thatcham;
La riparazione di particolari in fibra di carbonio –
realizzata dal Centro Spagnolo CesviMAP.
Confidando nel vostro interesse e gradimento, vi invio i miei
migliori saluti,
Marco Castelli
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 2
In questo numero:
Allianz AZT: Lower Load Path…………………………................…..…...p.3
Samsung: Comparison of headlight systems……………………………….p.5
KTI: Impact of driver assistent systems on Repair………………………...p.7
Thatcham: Repairability of AEB systems….…………………………..…p.11
CesviMAP: Carbon Fiber Repair…………………………………………p.15
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 3
Lower Load Path
Insurance rating systems rely on a good prediction of a risk for
automotive insurance products.
The RCAR crash test standards have been defined in order to
provide a good basis for the estimate of crash related costs and
are used in several countries for this purpose.
The EU legislation requires pedestrian protection measures
that are typically designed as lower bumper stiffeners. Some
car manufacturers enforce these structures and use them as a
second load path beneath the classic sidemember.
In those markets that define the insurance premium on basis
of RCAR crash tests, the test result and consequently the
premium can be affected by these measures.
But in real life crashes it is very unlikely that lower bumper
structures interact with the opponent, so that main bumper
systems still need to be of adequate strength.
Within the last years some smaller vehicles with stiffened
pedestrian protection systems appeared and AZT gave a
presentation on that development in Oslo 2010.
It was shown that in some vehicles the pedestrian protection had
been transformed into a second bumper system and thereby
reduced intrusion in the RCAR crash repair test.
In comparative testing it was shown that the main bumper system was not able to absorb the
RCAR crash test's energy if involved alone.
Tests were done with a raised barrier, closer matching real life crash situations.
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 4
The conclusion was that these systems could affect the insurer's risk exposure related to the
vehicle.
It appeared that although the main bumper could stand the test without support of the lower
bumper, there were either
additional repair costs if the
lower bumper was not affected
or damages to the suspension
subframe if the lower bumper
was affected in the standard
barrier configuration. Again it
appeared to be a disadvantage to
have a protruding lower bumper
system.
The tendency in crash management system design towards second
load paths continued and today these systems can be found not only
in smaller cars, but also in larger cars and SUVs.
AZT carried out a test with an SUV with a raised barrier to show
the effect in real crashes.
Vehicle manufacturers claim the need for a lower load path due to
new NCAP requirements. But Euro NCAP has no demand for such
structures. However, lower load paths were encouraged by a study
of the University of Berlin (FIMCAR, presented by AZT in
Dresden 2012) that was conducted by order of UNECE’s Informal Group on frontal Impact. This
project's results have currently no effect on regulations.
After RCAR CrashTest After CrashTest with modified barrier
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 5
Comparison of headlight systems
Headlight systems have been developed not only to enhance driver’s visibility and to appeal as an
attractive style, but also developed to meet the technical requirement which concerns the counter
drivers’ visibility with an asymmetrical passing beam.
On the other aspect, however, it is not known well how each headlight system affects pedestrian
accidents or momentary blind to drivers on passing vehicle. These are the main causes of this
project.
This project focused on verifying pros and cons of each headlight systems, figuring out side effects
after enhancing visibility, and discovering safety factors which help pedestrian to avoid road
accident while walking along the road especially at night. Together with lap tests, visibility and
glare experiments were conducted.
Experiments
Subjects: 30 persons
Visibility test (static / driving)
Glare test (dry / wet road
condition)
Three type of headlights have been tested, and compared: LED, HID and Halogen.
About the headlight profile: two features have been misured, the luminous
intensity and visibility (illuminance).
About the first characteristic, HID type is the headlight which reaches the
highest value, the second is the halogen one. The LED headlight even if has
the lowest value in terms of luminous intensity, it reaches the maximum value
as color temperature, more or less twice with rispect to the others.
About the luminous flux, as we can see from picture on side, HID reached the
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 6
highest distance (85m), with a width of 25-30m.
The Halogen and LED one showed the same distance more or less, even if the LED reached an
higher value of width.
Another test which has been carried out is about visibility, in static
and driving condition. It has been carried out with 30 volunteers
using a photometric measure and luminance camera. The target
objects were white, blue, and black human shaped manikin.
The last test the glare test with dry and wet road.
the test has been carried out in this way: the
observer took place inside a car. Another car with
headlights to be tested, moves toward the observer
from opposite direction.
Some results were drawn in the traffic safety aspect. In order to avoid pedestrian accidents at night,
the vehicle speed should be below 80km/h because total stopping distance is greater than visibility
distance at high speed like 80km/h or more. Bright colors or reflective stickers are effective when
those are attaching to shoes or lower pants since lower part of body can be recognized first at 50
meter away at night.
Results summary
HID headlamp system has higher visibility
driving visibility is about 10% higher than static visibility
50 meter is required in order to recognize even black targets
blue LED disturbs approaching drivers on dry road condition
HID and Halogen do on wet road condition
maximum glare occurs at 20m ahead
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 7
Impact of driver assistent systems on Repair
The growing proliferation of driver assistance systems in vehicles has made an increasingly
significant contribution to the reduction in the number of fatalities and severities in traffic
accidents.
Driver assistance systems, such as autonomous precrash braking systems can reduce the impact
velocity (particularly the impact energy) or can even avoid the crash completely.
Beside AEB systems there are numerous systems for
comfort and safety, such as rain, fog and light
sensors. Even more common are camera systems
which handle functions like lane assist or traffic sign
detection. Most of these systems are part of the
windscreen and have a decisive influence on the
repair process.
project content / background:
increasing glass surface, parts price,
increasing share of electrical / electronic components in the vehicle
focus of driver assistance systems adapted to the windshield
o additional workload for replacement / training the systemsneed of diagnostic scan
tools for "simple" operationsaccess to repair guide / OEM information is restricted
Availability of low budget screens in the aftermarket
o investigation of the aftermarket products quality
The dimensions of car glazing become bigger and more
complex: MY `80: ø 3,5 qm glas surface, while today: ø 4,6
qm glas surface.
on the other hand we can noticed an increasing integration
of functions: heatable glas, panorama glas, acoustic glas,
electrochromatic glas and hydrophobic glas.
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 8
Development of screen technology –system and funktion integration overview:
optical sensors/elements as component of the windsreen
o rain sensor
o fog sensor
o adaptive light (Light sensors)
o emergancy braking systems-LIDAR
o camera-systems for:
Traffic sign detection
Pedestrian detection
Lane assist
o head up display
availability of driver assistance systems:
according the OEM-guidelines the camera system is to calibrate, if:
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 9
The repair cost for replacing the windscreen of different vehicles equipped with and without a
camera system are compared here. The relevant test results are described and discussed. Another
point was the need for special equipment such as targets and diagnostic systems to calibrate
camera systems.
comparison windscreen with or without camera system:
Impact of driver assistent systems on Repair, the problem is:
cameras adapted to the windsreen
o Annual replacement rate: more than 2 Mio.
calibration needed
OEM specific calibration system required (VW, Mercedes-Benz)
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 10
issue: today need to use the original diagnostic interface of the specific car manufacturer
software installation of one computer
investment for independend repair shops
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 11
Repairability of AEB systems
The adoption by Group Rating adoption in 2012 and Euro NCAP in
2014 of the Low speed AEB test are also driving fitment rates.
All applicable Volvo models have been re-rated during 2013. Other
manufacturers include VW, Mazda and Fiat. The majority of vehicles
are receiving a 2 to 3 group reduction.
Following there are all models who show AEB (Autonomous Emergency Brake) system as
standard or optional, in UK market.
while we can see how the number of vehicles with AEB systems, is increasing on the market.
AEB functionality will be extended to be effective in different speed zones
•AEB has proven benefits, as UK
data shows
•Thesecond generation systems
provide confidence that they can be
effective at greater speed ranges
Special Issue – RCAR 2013
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Pagina 12
The technologies adobted by carmakers in AEB system, at the moment are in this picture.
Thatcham project to review damage to sensors and systems and to develop best-practice design
and repair processes or to review damage to RADAR
alignment and repair:
Research the part costs of replacement sensor
Research current methods / equipment requie focusing on costs of
equipment systems
Design test criteria and test different VM systems for
performance degradation
Research damage types depending on sensor type and design
Quantify levels of damage required to affect performance
Research how the driver is informed of faults (Warning / fault
codes)
Quantify repair times for comparisons to be made, other costs and
future data needs
Volvo V60 RADAR damaged during testing - further research
carried out on alignment & repair methods. Gradual reduction in
performance - no warning given. Volvo found to have degrading
performance due to a misaligned RADAR caused by minor
impacts, no warning given on IP of system fault.
VM Diagnostic + ADAS alignment kit costs:
Volvo Diagnostic + ADAS kit = Alignment tool £32; Diagnostic tool not needed to align
radar.
Volkswagen Diagnostic + ADAS kit = Circa £5k
MercedesDiagnostic + ADAS kit = ? Star machines are part of franchise contract -we (the
dealer) hire them from Mercedes. A repairer must contact Mercedes direct to see if they
supply outside of the dealer network.
Honda Diagnostic + ADAS kit = £10,912 !
Special Issue – RCAR 2013
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Pagina 13
Repair research project: Testing using Volvo V60 2ndGeneration system –RADAR alignment
study.
Testing detail:
High density foam to protect RADAR during testing.
Development of special mounting to progressively adjust alignment away from correct
position
Track trials to identify performance degradation with misaligned sensor
RADAR Functionality -Misalignment Tests:
Testing shows that only 2°misalignment in the horizontal plane can be tolerated without
performance degradation.
Special Issue – RCAR 2013
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Vietata la diffusione e la riproduzione
Pagina 14
About other brands, we can say that:
VW Golf Mk VII: it has a poor longitudinal protection.
Positioned slightly behind first point of contact (bumper
beam). Mounted to bumper beam by 2 bolts. Slight impact
on lower edge will create high bending moments on the fixed
end , causing the Radar to misalign.
Honda Civic: Good protection from impact. Situated 75mm
behind bumper beam. Strong mounting: Radar mounted to
bracket which is independent to the load point (bumper
beam)
the RCAR Design Guide try:
to identify the best practice design and to promot it to VMs.
to renew strategic interest within RCAR in the Design Guide.
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 15
Carbon Fiber Repair
What is carbon fiber? It is CarbonFiber plus Resins. the resins could be organics (engines,
brakediscs…) and innorganics, mixed with plastics thermostables (bumpers, roofs, wings, bonnets,
spoilers…)
It is used in…
Competitionautomobiles: cars, prototypes, bikes, etc.
Aircrafts, helicopters, boats, etc.
Eolicenergygenerationindustry
Building
Characteristics of carbon fiber:
Less weight than steell, plastics, etc.
High strenght(5 times thansteell;
liketitanium).
Easy for getting different shapes.
but on the other hand:
Very expensive.
Fragility.
No easy for recycling.
In the picture on the side the original parts
identification is showed.
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 16
Reparing of carbon fiber parts: In this research two types of
damages have been considered and analized.
Repairing of surface damages (scratches): after a first phase of
washing, the parts has been sanded.
After sanding phase, the operator has to apply a trasparent
adhesive. The product has to be modelled and at the end sanded.
After sanding and shiding phase, the operator has to apply a clear
coat as every parts of cars. As we can see from these pictures, the
process in that case is not so different from the repair process of
steel part.
The second type of damage is cracks and lack of material, like in this
picture. So in case of this damage the first part of repair process is
to rebuild the structure of damaged part. So in order to do that after a
sanding process, the operator has to apply a rinforcement in damaged
zone, as you can see in pictures below.
Operator has to pay attention
in application of an additional
fiber layers. In order to make a
repair process, which is not
visible, the overlapping has to
be perfect and direction of
additional layer has to be the same of the original one.
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 17
The last step of this repair process part, is the vacuum cycle: it ha sto be
carried out, in order to be sure that the rinforcement becames unique piece
with the rest of part.
After that operation, the part could be sanded and painted. The process
will not be different with rispect to steel part.
The main techniques used in the repair of this type of damages are:
Sandingand lacking.
Repairingof littledamageswithsmallcracking.
Repairingof damageswithlackof material.
On the economic side, the overall savings is
between 88.78 and 95.95%, choosing repairing
processes instead of replacement.
Special Issue – RCAR 2013
Documento di proprietà Generali Innovation Center for Automobile Repairs
Vietata la diffusione e la riproduzione
Pagina 18
Generali Innovation Center for Automobile Repairs
RCAR Member
Via C. Pisacane, 48
20016 PERO (MI)
Tel. 02 38100356
web site: www.generalicar.com
Direttore
Marco Castelli
Resp. Centro Sperimentale Ricerca e Formazione Tecnica
Ing. Andrea Mondini
Resp. Studi e Consulenza Tecnica Automotive
Ing. Giorgio Ighina
Resp. Formazione e Ricerca
Redazione GeneralicarNEWS
Ing. Luca Ventola