Special Issue RCAR 2013Special Issue – RCAR 2013 Documento di proprietà Generali Innovation...

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




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




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.




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




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




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




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.




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:




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)




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




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




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 !




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.




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.




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.




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.




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.




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

[email protected]

Resp. Centro Sperimentale Ricerca e Formazione Tecnica

Ing. Andrea Mondini

[email protected]

Resp. Studi e Consulenza Tecnica Automotive

Ing. Giorgio Ighina

[email protected]

Resp. Formazione e Ricerca

Redazione GeneralicarNEWS

Ing. Luca Ventola

[email protected]

http://www.generalicar.com/

mailto:[email protected]




Special Issue RCAR 2013Special Issue – RCAR 2013 Documento di proprietà Generali Innovation...

Documents

Transcript of Special Issue RCAR 2013Special Issue – RCAR 2013 Documento di proprietà Generali Innovation...