DE102018209911A1 - Surface treatment method for a body panel component of a vehicle - Google Patents

Abstract

A surface treatment method for a body panel component, the body panel component comprising first and second opposing surfaces, the first surface having one or more first surface coating layers providing first reflectivity, the surface treatment method including adding one or more second surface coating layers at least a portion of the second surface of the body panel component, thereby providing a second reflectivity that substantially matches the first reflectivity provided by the first surface coating layers.

Description

TECHNICAL AREA

The present disclosure relates to a surface treatment method for a body panel component of a vehicle. Aspects of the invention relate to a surface treatment method, a body panel component, an antenna installation, and a vehicle.

STATE OF THE ART

Modern vehicles are equipped with a range of sensors or other sensor components and advanced driver assistance systems (ADAS). These sensors, components and ADAS are increasingly using radar technology to identify objects and understand the environment of the vehicle. Therefore, radar antennas are conveniently grown around a circumference of the vehicle to monitor the areas of the vehicle that are less visible to the driver. These antennas are usually positioned behind the body panel components of the vehicle.

While radar systems offer many advantages, they can be challenging when it comes to their effective implementation. For example, their installation behind a body panel component, such. A bumper fascia, mean that radar energy is reflected off the bumper fascia to reduce the ability of the radar system to derive distance data for distant objects.

The present invention has been developed to mitigate or overcome at least some of the aforementioned problems.

BRIEF SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a surface treatment method, a body panel component, an antenna installation, and a vehicle according to the appended claims.

According to one aspect of the invention, there is provided a surface treatment method for a body panel component, the body panel component comprising first and second opposing surfaces, the first surface having one or more first surface coating layers providing a first reflectivity, the surface treatment method including: adding one or more second surface coating layers on at least a portion of the second surface of the body panel component, thereby providing a second reflectivity that substantially matches the first reflectivity provided by the first surface coating layers.

Incident electromagnetic radiation is internally reflected by the first surface of the body panel component and the second surface of the body panel component. By providing a second reflectivity that substantially matches the first reflectivity, the combined intensity of the internally reflected radiation can be reduced. As such, the invention is advantageously capable of minimizing the loss of attenuation of incident electromagnetic radiation, and the body panel component can be better adapted for use concealing an antenna incorporating object recognition and ranging signals, e.g. B. radar signals, transmits / receives. Generally, radar processing algorithms issue warnings at a given "time to crash". Thus, providing a longer range increases the reliability of the alert as the threat becomes visible sooner.

By way of clarification, it should be understood that adding one or more second surface coating layers on at least a portion of the second surface of the body panel component is intended to mean adding, applying, applying or otherwise applying one or more second surface coating layers either directly on the second surface or other surface coating layer previously applied or otherwise bonded to the second surface to 'cover' or 'coat' the underlying layers and / or surface.

Optionally, the one or more second surface coating layers include a reflective layer of metallic or pearlescent lacquer.

In addition, the one or more first surface coating layers may include, for example, a reflective layer of this paint.

Optionally, one or more of the first surface coating layers are added to the first surface simultaneously with the addition of one or more corresponding second surface coating layers added to the second surface.

In one embodiment, the one or more second surface coating layers include a color coat layer, a primer coat layer, and / or a protective coat layer.

Optionally, the color coat layer is this reflective layer of metallic or pearlescent lacquer.

In one embodiment, the second surface coating layers are the same as the first surface coating layers.

Optionally, one or more of the second surface coating layers is added to a selected area of the second surface or substantially to the entirety of the second surface.

According to another aspect of the invention, there is provided an antenna installation for a vehicle, the antenna installation comprising a radar antenna and a body panel component treated according to a surface treatment method as described in a previous aspect of the invention.

According to a further aspect of the invention, there is provided a vehicle comprising an antenna installation described in a preceding aspect of the invention.

Optionally, one or more of the second surface coating layers is added to a selected area of the second surface.

Optionally, one or more of the second surface coating layers is added to substantially the entirety of the second surface.

In one embodiment, the second surface coating layers include a reflective layer having a reflectivity of greater than 20%.

In addition, the reflective layer may comprise reflective particles comprising metal or 'mica', d. H. Silicate particles can be.

In one embodiment, the reflective layer is a metallic lacquer or a pearlescent lacquer.

Optionally, the reflective layer is added to a selected area of the second surface.

Optionally, the reflective layer is added as a fluid medium.

Optionally, the reflective layer is added as a self-supporting foil.

In an embodiment, the second surface coating layers comprise a color coat layer, a primer coat layer, and / or a protective coat layer.

In one embodiment, the first surface coating layers comprise a primer coating layer, a color coating layer, and a protective coating layer.

The inclusion of a protective coating layer, also known as a glossy coating layer, on a patch of the first and / or second surface may also help to reduce the adhesion of soils, which could also degrade radar performance. The primer coating layer is also known as a primer coating, and the color coating layer can usually be referred to as a basecoat film.

In addition, the primer coating layer, the color coating layer and the protective coating layer may be a reflective layer having a reflectance of more than 20%.

In addition, the color coating layer may be the reflective layer.

In one embodiment, one or more of the first surface coating layers is added to the first surface simultaneously with the addition of one or more corresponding second surface coating layers added to the second surface.

In one embodiment, the second surface coating layers are the same as the first surface coating layers.

For example, the second reflectivity may substantially match the first reflectance for incident electromagnetic radiation having a predetermined frequency.

In one embodiment, the predetermined frequency is more than 76 GHz.

In addition, the predetermined frequency may be less than 79 GHz.

Optionally, the first and second opposing surfaces of the body panel component are substantially parallel.

According to another aspect of the invention, there is provided a body panel component of a vehicle, the body panel component comprising first and second opposing surfaces, the first surface carrying one or more first surface coating layers providing first reflectivity, and wherein the second surface is one or more carrying second surface coating layers providing a second reflectance, the second reflectance substantially matching the first reflectivity.

Note that preferred and / or optional features of the inventive aspect described above may also relate to this aspect of the invention.

In one embodiment, the total thickness of the body panel component is tuned to an effective wavelength of the incident electromagnetic radiation. A tuned body panel component has a thickness selected to ensure that the incident electromagnetic radiation from the first surface is out of phase with the incident electromagnetic radiation reflected from the second surface for an optimal angle of incidence. Optionally, the optimum angle of incidence is perpendicular to the first and / or second surface.

Optionally, the total thickness of the body panel component is an odd integer multiple of a quarter of the effective wavelength of the incident electromagnetic radiation.

In an embodiment, the first and second opposing surfaces of the body panel component are substantially parallel.

Optionally, the body panel component of the vehicle is a bumper trim component.

According to another aspect of the invention, there is provided an antenna installation of a vehicle, the antenna installation comprising the body panel component as described in a previous aspect of the invention and a radar antenna.

Optionally, the radar antenna is configured to transmit a radar signal and the body panel component is arranged to at least partially obscure the radar antenna so that a radar signal transmitted by the radar antenna passes through the body panel component before radiating outward.

According to another aspect of the present invention, there is provided a vehicle including the body panel component as described in a preceding aspect of the invention or comprising the antenna installation as described in another preceding aspect of the invention.

It is expressly intended, within the scope of this application, that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, the claims and / or the following description and drawings, and in particular their individual features, be independent of each other or in any Combination can be used. That is, all embodiments and / or features of any embodiment may be combined in any manner and / or in any combination as long as these features are not incompatible. The Applicant reserves the right to make changes to any original claim or submission of a new claim, including the right to alter an original claim, to establish and / or integrate dependence on a feature of another claim, although this was not originally claimed in this way.

list of figures

• 1 schematisch ein Fahrzeug, das eine Ausführungsform einer erfindungsgemäßen Karosserieblechkomponente enthält;
• 2(a) und 2(b) schematisch den funktionellen Betrieb eines modernen Fahrerassistenzsystems des in 1 dargestellten Fahrzeugs;
• 3 schematisch ein Signalverarbeitungssystem, das dazu konfiguriert ist, das in 2 dargestellte moderne Fahrerassistenzsystem zu steuern;
• 4 Dünnplatten-Störauswirkungen, während ein übertragenes Signal durch eine Karosserieblechkomponente verläuft.
• 5 einen Graphen, der einen Dämpfungsverlust graphisch gegen die Dicke einer Karosserieblechkomponenten aufträgt; der Graph wird durch DELPHI® bereitgestellt;
• 6 die Dünnplatten-Störauswirkungen, wenn die Dicke der Karosserieblechkomponente auf die übertragenen Signale getunt ist;
• 7 das Vorhandensein von Oberflächenbeschichtungen mit hohem Reflexionsvermögen auf einer Karosserieblechkomponente und deren Auswirkung auf Dünnplatten-Störeinflüsse;
• 8 eine Antenneninstallation innerhalb eines Fahrzeugs und Signalübertragung von der Antenne durch einen Querschnitt einer Ausführungsform einer erfindungsgemäßen Karosserieblechkomponente ;
• 9 die Parameter der Karosserieblechkomponente und Antenneninstallation, die variiert werden können, um die Karosserieblechkomponente der 8 zu tunen und den Dämpfungsverlust zu minimieren; und
• 10 eine Ausführungsform eines Oberflächenbehandlungsverfahrens einer erfindungsgemäßen Karosserieblechkomponente.

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1 schematically a vehicle containing an embodiment of a body panel component according to the invention;
• 2 (a) and 2 B) schematically the functional operation of a modern driver assistance system of the 1 represented vehicle;
• 3 schematically a signal processing system that is configured in the 2 illustrated modern driver assistance system to control;
• 4 Thin-plate noise effects while a transmitted signal passes through a body panel component.
• 5 a graph showing a loss of loss graphically against the thickness of a Applying bodywork components; the graph is provided by DELPHI®;
• 6 the thin-plate noise effects when the thickness of the body panel component is tuned to the transmitted signals;
• 7 the presence of high reflectivity surface coatings on a body panel component and its effect on thin panel perturbations;
• 8th an antenna installation within a vehicle and signal transmission from the antenna through a cross section of an embodiment of a body panel component according to the invention;
• 9 the parameters of the body panel component and antenna installation, which can be varied to the body panel component of the 8th to tune and minimize the loss of attenuation; and
• 10 an embodiment of a surface treatment method of a body panel component according to the invention.

DETAILED DESCRIPTION

Embodiments of the invention relate to antenna installation within a vehicle wherein a body panel component of the vehicle is used to hide the antenna transmitting object recognition and ranging signals that generate data for use by a modern driver assistance system of the vehicle. For example, the body panel component may be any suitable body panel component that interfaces with another body panel component to form the exterior body of the vehicle. In contrast to the prior art, the body panel component is suitably treated to provide substantially consistent reflectivity between its opposed inner and outer surfaces. The thickness of the body panel component may be tuned or optimized to the effective wavelength of the antenna signals. Balancing the reflectivity and selecting the appropriate thickness optimizes the body panel component for use concealing the antenna.

1 shows a vehicle 1 that with antennas 2 equipped behind a front bumper 4-body panel component and a rear bumper 6 Bodywork component of the vehicle 1 are mounted. The antennas 2 are able to transmit and receive signals, for example radar signals, which can be used to determine the proximity and relative velocity of objects within the environment of the vehicle. At the antennas 2 received signals are sent to an electronic control unit (ECU) 8th of the vehicle 1 where they provide data, the information for the operation of an ADAS of the vehicle 1 give. Accordingly, the ECU 8th a connection with one or more onboard modules ago, such. B. a VDU (visual display unit) 10 or a braking system 12 which can be activated in response to a detected object. Alternatively, the ECU 8th Communicate with additional ECUs of the vehicle, which are configured between different sensors, the antennas 2 involve weighing collected data to determine an appropriate response.

2 (a) and 2 B) illustrate a vehicle 1 of in 1 shown type, which is in various common driving scenarios. In 2 (a) is the vehicle 1 shown as it is along a road in a first lane 14 with a second vehicle 16 driving in an adjacent lane. A section of the second vehicle 16 is located next to the vehicle 1 so that a front bumper 18 of the second vehicle 16 next to the rear bumper 6 of the vehicle 1 located. The driver of the vehicle 1 may not be able to use the second vehicle 16 given its position in a blind spot of the vehicle 1 to see.

During operation, the antennas transmit 2 however, signals, for example radar signals, some of which are on the second vehicle 16 and from the surface of the second vehicle 16 back to the antennas 2 be reflected. The antennas 2 receive the reflected signals and transmit the reflected signals to the ECU 8th that is capable of being close to the second vehicle 16 to determine.

As a result, one of the ECU 8th Operated ADAS will be able to alert the driver of the presence of the second vehicle 16 to inform and to improve the situational awareness of the driver. For example, the ECU 8th the VDU 10 instruct the presence of the second vehicle 16 by displaying a symbol on the dashboard and / or emitting an audible warning.

In 2 B) is the vehicle 1 represented as a second vehicle 16 approaching moving at a lower speed. The antennas 2 on the front bumper 4 transmit signals, for example radar signals, and receive reflected signals from the second vehicle 16 to the relative proximity and speed of the second vehicle 16 to determine. This information can be used to create an ADAS of the vehicle 1 to operate. The ADAS can do that Brakes control and / or issue a warning, the speed or direction of the vehicle 1 to change if the second vehicle 16 For example, suddenly it starts to brake.

3 illustrates a signal processing system 20 that generates object recognition and distance data that can be used to the ADAS of the vehicle illustrated in the preceding figures 1 to operate. For example, the ECU 8th the antennas 2 to use signals 22 to transmit and reflected signals 24 from the second vehicle 16 or to receive other objects. The reflected signals 24 will be sent to the ECU 8th transmitted back the transmitted signals 22 with the reflected signals 24 compares to the proximity of the second vehicle 16 or other objects and their relative velocities.

Proximity may be determined by processing the signal information in one or more methods, including, but not limited to, transit time measurement or frequency modulation techniques. For example, the speed of the body may be determined by monitoring changes in distance measurements over time or by using the Doppler shift principle, the change in frequency between the transmitted and received signals 22 . 24 analyze.

The ECU 8th is also connected to one or more on-board modules such. B. the VDU 10 or the brake system 12 that can be used to alert the driver of the sensed body and / or to slow the vehicle. For example, the ECU 8th process the signal information and identify an object. In response, the ECU 8th send a command signal indicating the braking system 12 pressed to the vehicle 1 to slow down.

At this point it should be noted that the in 3 implementation represents one way in which such a system may be executed, although other arrangements are possible. The essential point, however, is that the ECU 8th the functionality of controlling one or more antennas 2 that provides the signals 22 . 24 interpret and provide useful data to the controller of other systems of the vehicle 1 Can give information.

4 shows a cross section of an antenna installation, the antenna 2 and a body panel component 24 of a vehicle 1 includes. The bodywork component 24 hides the antenna 2 , which transmits / receives signals for object recognition and distance measurement. For example, the antenna 2 Radar signals that are used to generate data for use in a modern driver assistance system as described above. In the embodiment of 4 transmits / receives the antenna 2 Radar signals at frequencies between 76 and 81 GHz, according to the useable bandwidth defined by European and US legislators, such as the Federal Communications Commission (FCC). One of a plurality of transmitted signals 22 is shown as it is from the antenna 2 exit.

The bodywork component 24 For example, the shape of the rear bumper cover 6 of the vehicle 1 , as in 1 represented, assume. Typically, this would be made of a plastic material, such as. As polycarbonates, polypropylenes, polyamides or mixtures thereof. Typically, the body panel component 24 a thickness of 2 to 4 mm to minimize their contribution to vehicle weight; other thicknesses are provided, however.

The bodywork component 24 contains a first, outer surface 26 and one of these opposite, second, inner surface 28 , The inner surface 28 the body panel component 24 is an inner frame of the vehicle 1 facing and the outer surface 26 is facing the outside environment. Note that the interior frame of the vehicle is not shown here, although its presence is implied, in particular because of the fact that the antenna is usually mounted to the frame. The inner surface 28 and the outer surface 26 may be substantially parallel, and the distance between them corresponds to the thickness of the body panel component 24 ,

The antenna 2 is behind the bodywork component 24 mounted so that the antenna 2 hidden from the external environment and the inner surface 28 the body panel component 24 is facing. In this way protects the body panel component 24 the antenna 2 against harmful effects and adverse weather conditions.

The resulting arrangement, however, can affect the effectiveness of the antenna 2 be disadvantageous. Under certain circumstances, it has been observed that these body panels components 24 cause significant attenuation loss as the signals pass through them, and the range and accuracy of the associated signal processing system 20 can reduce considerably.

These installation problems will now be described in more detail with reference to the 4 to 7 described. The wavelengths and amplitudes of the signals shown in the following figures are for illustrative purposes only and are not intended to be actual representations of the signals.

Attenuation losses due to thin-plate interference.

4 illustrates a typical installation of an antenna 2 behind a bodywork component 24 , The thin texture of the bodywork component 24 exposes them to thin-disk interference while transmitting the signal 22 from the antenna 2 through the bodywork component 24 runs, from which it radiates outward.

Initially, the transmitted signal moves 22 towards the inner surface 28 the body panel component 24 , When invading the inner surface 28 becomes the transmitted signal 22 partially reflected, which generates an internal reflection by the first internally reflected signal 30 is shown.

Such internal reflection arises due to the change in the medium between the body panel component material 24 and the surrounding air. The bodywork component 24 For example, it may be made of plastic having a higher density and a higher refractive index and a higher dielectric constant than air. This causes some of the energy of the transmitted signal from the inner surface 28 is reflected at the air-plastic interface.

The remaining energy of the transmitted signal 22 continues to move through the thickness of the body panel component 24 to the outer surface 26 , While the transmitted signal 22 to the outer surface 26 moves, there are small absorption losses within the thickness of the body panel component 24 that transmit energy as heat.

At the outer surface 26 There is a second plastic air interface. As a result, the transmitted signal becomes 22 when invading the outer surface 26 partially reflected, giving a second internally reflected signal 32 generated.

The second internally reflected signal travels back through the thickness of the body panel component 24 and passes through the inner surface 28 to the inner frame of the vehicle 1 out.

The vast majority of the energy of the transmitted signal emerges from the body panel component 24 out. The first and the second internally reflected signal 30 . 32 however, connect to a loss of reflection of the transmitted signal 22 to create. The reflection loss reduces the intensity of the transmitted signal 22 and may affect various features of the system, such as: B. the effective range and accuracy of the antennas 2 ,

Loss loss variation with the thickness of the body panel component.

The loss of damping varies with the thickness of the body panel component 24 and is attributed to absorption losses within the thickness of the material and reflection losses as described above.

5 carries the attenuation loss of the transmitted signal on the y-axis against the thickness of the body panel component 24 on the x-axis for an angle of incidence of approximately zero, ie vertical incidence. The results are presented for a perpendicular angle of incidence because as the angle of incidence increases, an appropriate choice of polarization of the radiation can cause a reflectivity decrease that approaches zero for some materials due to the Brewster effect at about 45 degrees, as one skilled in the art will appreciate will understand.

The loss of attenuation is due to the solid line 36 is represented by the combination of absorption losses, represented by the dashed line 38 , and the reflection losses formed.

The graph shows that damping losses due to absorption, hereinafter referred to as absorption losses, with increasing thickness of the body panel component 24 increase. In addition, attenuation losses due to reflection, hereinafter referred to as reflection losses, vary in a predictable manner with the thickness of the body panel component 24 ,

5 shows minimal loss of reflection at specific thicknesses of the body panel component 24 , for example at minima 40 . 42 . 44 , At these minimums 40 . 42 . 44 the first and the second internally reflected signal connect 30 . 32 destructively and erase each other without internal reflection. Analog is maximum reflection loss 46 . 48 . 50 for thicknesses showing a first and a second internally reflected signal 30 . 32 which connect with each other to reinforce each other with a maximum intensity of internal reflection.

The internally reflected signals 30 . 32 combine destructively as they move in antiphase to the inner frame, and join together to reinforce each other when they move in phase. Thus, the relative reflection loss from the phase difference between the first internally reflected signal 30 and the second internally reflected signal 32 certainly.

Relegated to 4 becomes a phase difference between the first and the second internally reflected signal 30 . 32 induced for two reasons. In a reflection, there is a phase shift of the internally reflected signals due to the change in refractive index and dielectric constant at the interface 30 . 32 of half a wavelength. Additionally, the second internally reflected signal sets 32 the additional distance from the inner surface 28 to the outer surface 26 and then back from the outer surface 26 to the inner surface 28 back to the inner frame of the vehicle 1 back out, that is, the space, the chamber or the cavity, which is located between the inner frame and the body panel component.

The additional distance induces a phase difference and the magnitude of the phase difference depends on the quotient of the additional distance traveled and the effective wavelength (λ _e ) of the transmitted signal.

The effective wavelength (λ _e ) of the transmitted signal 22 depends on the refractive index of the body panel component 24 as shown from. For example, the radar signals used in collision avoidance systems are typically emitted at a frequency of 77 GHz. This corresponds to an effective wavelength of about 3.9 mm in air. The bodywork components 24 however, are typically formed of materials having a higher density and dielectric constant, such as. As plastics, where the effective wavelength is correspondingly shorter. The plastics have a dielectric constant of about 2.5 that corresponds to an effective wavelength in the body panel component 24 of 1.56 mm, which is the effective wavelength of the transmitted signal 22 inside the bodywork component 24 reduced.

Taking this finding into consideration illustrates 6 a 'tuned' or 'optimized' body panel component 24 wherein the thickness of the body panel component 24 is selected to minimize reflection loss and the in 5 shown minima 40 . 42 . 44 to create.

Here are the first and the second internally reflected signal 30 . 32 shown in antiphase because of the second internally reflected signal 32 traveled distance equal to three and a half effective wavelengths (3.5 λ _e ) of the transmitted signal 22 is. If you have this 4 compares, of course, that the two internally reflected signals 30 . 32 are out of phase and wipe themselves with no loss of reflection. In this case, the thickness of the body panel component 24 to the transmitted signal 22 'tuned' or 'optimized'.

The above discussion relates to thin-plate interference problems that affect signal transmission through a body panel component. The interference effects were illustrated to describe how the combined intensity of the internally reflected signals varies between a maximum and a minimum with the thickness of the body panel component.

The discussion below will now examine the increase in reflection loss when the outer surface of the body panel component 24 carries one or more surface coating layers with a high reflectivity. This problem has a negative impact on existing antenna installations.

7 is 6 similar, but shows the body panel component 24 with an outer surface 26 containing one or more surface coating layers 52 with a high reflectivity, such. As a Metalliclackschicht wears and an inner surface 28 in which this is not the case. The surface coating layers 52 are used to enhance the visual appearance of the body panel component 24 to improve and protect against adverse environmental conditions.

Typically, one of the surface coating layers 52 a base coat layer, the surface finish of the vehicle 1 gives the visual properties of color and can consist of metallic paint. Metallic paints contain metal particles that are highly reflective and give a sense of quality that makes them a popular choice.

The basecoat is typically only on the outer surface 26 the body panel component 24 applied and not on the inner surface 28 because the inner surface 28 is rarely visible and the impression of the customer from the vehicle 1 not impaired. Accordingly, deterrent costs, including the cost of surface coating layers and the equipment used in their application, prevent appropriate treatments.

As a result, the reflectivity of the outer surface is 26 significantly above the reflectivity of the inner surface 28 and 7 illustrates the resulting effect on loss of attenuation.

The intensity of the second internally reflected signal 32 is much higher than the intensity of the first internally reflected signal 30 , In 7 This is illustrated by the relative amplitudes, and it is obvious that the combined amplitude of the internal reflections 30 . 32 will always be non-zero, which produces reflection losses independent of the phase difference.

The differences in reflectivity also mask the possibility of destructive combinations of the first and second internally reflected signals 30 . 32 related to 6 have been described. This explains the lack of awareness of these problems in the prior art.

The present invention aims to alleviate at least some of the aforementioned problems by proposing an alternative surface treatment method for the body panel components and producing a body panel component that is more suitable for hiding an antenna installation of a vehicle.

8th illustrates an antenna installation according to the invention within a vehicle. It shows a cross-section of an antenna 2 and an embodiment of a body panel component according to the invention 51 , At this point it should be noted that the body panel component 51 substantially similar to the body panel component described above 24 is. For the sake of clarity, the discussion below focuses on the differences and the same reference numbers are used, as appropriate.

The bodywork component 51 Can be used as a body panel component 24 considered to be one or more surface coating layers after a surface treatment process 52 . 54 on its inner and outer surfaces 26 . 28 wearing.

For example, the body panel component according to the invention 51 Surface coating layers 52 . 54 which include an electrocoating layer, a primer coating layer, a lake layer and a protective varnish layer. Such a combination of layers is typical on a so-called 'A' surface of a vehicle.

The electrocoating layer is the lowest layer and usually adheres to both the inner and outer surfaces 26 . 28 the body panel component 24 to provide electrical insulation.

The primer coating layer is usually a neutral color paint which is adhered to the electrocoating layer to cover small defects of the underlying surface and to provide a smooth surface to receive the basecoat film.

The lake layer or basecoat provides paint for the surface finish of the vehicle 1 As described above and is usually made of metallic paint. Thus, the basecoat film is a reflective layer, typically having a reflectivity of greater than 20%, and more often having a reflectivity of greater than 30%, which is the reflectivity of the inner and outer surfaces 26 . 28 the body panel component 24 increased and provides an attractive surface finish.

The protective lacquer layer is the outermost layer adhering to the base lacquer layer. The protective lacquer layer is a relatively thick layer and may consist of a clear resin without pigments, also known as a clear lacquer layer. The clear coat provides a glossy finish and protects the underlying components and layers from scratches and ultraviolet light.

The surface coating layers 52 . 54 combine to reflect the reflectivity of the inner and outer surfaces 26 . 28 to change. Accordingly, a first reflectance of the transmitted signal becomes 22 on the outer surface 26 generated and a second reflectivity of the transmitted signal 22 gets on the inner surface 28 generated. In the present invention, the body panel component is featured 51 in that the first reflectivity and the second reflectance are substantially coincident.

The first reflectivity is a ratio of the intensity of the second internally reflected signal 32 to the intensity of the transmitted signal 22 and the second reflectance is a ratio of the intensity of the first internally reflected signal 30 to the intensity of the transmitted signal 22 ,

As a result, with substantially matching first and second reflectivities, the first and second internally reflected signals become 30 . 32 generated with substantially the same intensity, shown in FIG 8th as amplitude. In practice, it may be difficult to achieve an exact match of the reflectivity; for a minimum loss of attenuation they should however, agree as exactly as possible. For example, the reflectivities may be substantially equal if they are within 5%.

The highly reflective surface coating layers 52 . 54 however, increase the intensities of the internally reflected signals 30 . 32 , and so can the bodywork component 51 optionally be tuned to maximize erasure. The tuning of the bodywork components 51 aims to provide a desired phase difference between the first and second internally reflected signals 30 . 32 to achieve and minimize the loss of reflection.

In 8th corresponds to the thickness of the body panel component 24 the effective wavelength (λ _e ) of the transmitted signal 22 so that the body panel component 51 has a tuned thickness and the first and second internally reflected signals 30 . 32 about to move in opposite phases. Optionally, the tuned thickness may also be the thickness of the surface coating layers 52 . 54 contain.

9 serves to illustrate how the body panel component 51 'tuned' to achieve a desired phase difference. It shows the transmitted signal 22 as it is on the inner surface 28 at the angle of incidence, θ ₁ ', and as it is on the surface of the outer surface 26 at the second angle of incidence, θ ₂ ', after refraction through the thickness, t' of the body panel component 51 , The first internally reflected signal 30 gets on the inner surface 28 generated and the second internally reflected signal 32 becomes on the outer surface 26 generated.

To as accurately as possible an antiphase between the first and the second internally reflected signal 30 . 32 to achieve and minimize reflection losses, the overall thickness of the body panel component should be 24 and optionally the surface coating layers 52 . 54 as follows: $$t=\frac{n,{\mathrm{<figure-callout\; id="4"\; label="\lambda \; e"\; filenames="DE102018209911A1\_0004.png,DE102018209911A1\_0005.png"\; state="\{\{state\}\}">\lambda \; </figure-callout>}}_e}{4}$$

Where, n 'is an odd integer ( 1 . 3 . 5 . 7 ...).

Die zurückgelegte Entfernung ,D' lässt sich durch die folgende Gleichung näherungsweise ausdrücken: $$D=\frac{2.t}{\text{cos}\left({\mathrm{\theta }}_2\right)}$$

In this way, the second internally reflected signal moves 32 further than the first internally reflected signal 30 and passes through the inner surface 28 as if it had traveled an extra distance, approximately equal to an odd integer multiple of half the effective wavelength of the transmitted signal 22 $\left(\frac{\lambda \text{e}}{2}3\frac{\lambda \text{e}}{2}\mathrm{,\; 5}\frac{\lambda \text{e}}{2}\mathrm{...}\right),$

The distance traveled, D ', can be approximated by the following equation: $$D=\frac{\mathrm{Second}t}{\text{cos}\left({\mathrm{\theta }}_2\right)}$$

As a result, the first and second internally reflected signals should be 30 . 32 move in approximate antiphase, minimizing attenuation loss. Optionally, antiphase for a desired optimal angle of incidence, θ ₁ 'of the transmitted signal 22 on the inner surface 28 occur. The position of the antenna 2 relative to the body panel component 24 can be chosen to ensure that the optimum angle of incidence, θ ₁ ', corresponds to an optimum angle for detecting external objects.

Tuning the first and second reflectivities and tuning the body panel component 51 In this way it optimizes for the use of the antenna 2 hides. It should be understood, however, that a body panel component 51 that does not respond to the transmitted signal 22 was tuned, though the attenuation could be reduced to acceptable levels.

There are various surface coating layer arrangements that are capable of achieving substantially consistent reflectivity, as will now be addressed.

The reflectance of each surface coating layer can be approximated by, for example, thickness measurements, where the change in reflectivity with the thickness is known and a specific thickness corresponds to a certain reflectivity. Similarly, a standardized coating method can be suitably calibrated to ensure the thickness of each surface coating layer and thus the overall reflectivity.

In the in 8th illustrated embodiment carries the inner surface 28 with the surface coating layers 52 the outer surface 26 matching surface coating layers 54 , The composition of each surface coating layer 52 . 54 is the same, the method of application is identical, and the thickness of each layer is consistent according to paint depth gauge measurements.

This way, from the inner surface 28 reflected radar signals reflected with the same intensity as that of the outer surface 26 reflected. The total thickness of the body panel component 51 is also tuned to the effective wavelength (λ _e ) of the transmitted signal 22 ,

In another embodiment of the invention, the same advantages can be realized when the outer surface 26 essentially with the described combination of surface coating layers 52 covered, but only target areas of the inner surface 28 the same combination of surface coating layers 54 wear. The target areas may be areas through which the transmitted signal 22 as is known. In such cases, the inner surface coating layers would become 52 . 54 consistent reflectivity between the target areas and the outer surface 26 the body panel component 51 provide. This may prove to be a more economical production process, as fewer coating products would be required. As another example, the inner surface may be substantially covered by a primer coating layer but bear the reflective basecoat layer only in the target areas.

In a sense, there would be a perfect match between the surface coating layers of the inner and outer surfaces 26 . 28 desirable to minimize the reflection loss. However, the metallic paint makes the major contribution to the reflectivity of the surface, and it may be the case that an acceptable match of the first and second reflectivities can be achieved when the outer surface 26 the complete combination of surface coating layers 52 carries, but the inner surface 28 only a Metalliclackschicht carries. The reflectivity of batches of metallic paint should be consistent within acceptable tolerances when the same metallic paint is applied to both the inner and outer surfaces 26 . 28 is used.

The surface coating layers may also have different shapes between the inner and outer surfaces 26 . 28 accept. For example, a highly reflective foil patch may be on the inner surface 28 which provides a second reflectance substantially in line with the first reflectivity of the combination of surface coating layers 52 on the outer surface 26 matches. The patch can cover a large area of the inner surface 28 or in target areas as mentioned above. An advantage of this approach is that the painting process for the body panel component would not be affected, and a patch on the interior surface of the component during the vehicle assembly phase or after mounting an antenna 2 could be applied to the vehicle.

In the prior art, body panel components are generally manufactured in automated processes that could be adapted to treat a body panel component with surface coating layers in an inventive manner.

Accordingly, another aspect of the invention pertains to a surface treatment method that relates to the body panel component 24 of the 8th is applied to the body panel component 51 to create. The surface treatment method is arranged to have a substantially consistent reflectivity between the inner and outer opposing surfaces 26 . 28 the body panel component 51 and provide a tuned total thickness.

10 describes a detailed embodiment of a surface treatment method according to the invention 60 , The surface treatment method 60 is designed to accommodate the known surface treatment techniques wherever possible and the surface coating layers 52 . 54 to apply in an accurate way. The surface coating layers 52 . 54 be simultaneously on the inner and the outer surface 26 . 28 applied.

Quality control in this process may be based on thickness measurements by paint depth gauges or appropriate calibration that provides adequate coverage of the body panel component 24 without excessive costs. As a result, ideally, the processes are performed by automated machines in 'clean' environments that maximize control of the processes and ensure that each layer is within a specified thickness tolerance.

In step 62 became the bodywork component 24 prepared in a suitable manufacturing process and is kept ready for a surface treatment in a suitable manner. For example, the body panel component 24 be assembled with other bodywork components to the outer body of the vehicle 1 to form or the body panel component 24 can be kept on a frame structure along with other components waiting for a surface treatment. The Body panel component 24 was washed under pressure, degreased and made corrosion resistant by immersion in a phosphate coating. The phosphate coating also provides an adhesion layer for an electrodeposition coating applied by another dipping process to the body panel component 24 to isolate.

In step 62 The electrocoating layer is sandblasted with sanding to the inner and outer surfaces 26 . 28 roughen and the bodywork component 24 to prepare for the surface treatment.

When the body panel component 24 is properly prepared, it moves in step 64 to the primer coating station where robot arms spray a primer coating layer as a thin vapor covering the inner surface 28 the body panel component 24 coated.

Similarly, the robotic arms spray in step 66 the primer coating layer over the outer surfaces of the body panel component 24 , In this way, the primer coating layer substantially covers the entirety of the inner and outer surfaces 26 . 28 the body panel component 24 from. However, in some embodiments, it may be desirable for the primer coating layer to have only a target portion or region of the inner and outer surfaces 26 . 28 the body panel component 24 coated, as will be discussed later.

Thin vapor spraying is controlled by a closed loop process that monitors fluid flow rate and uses a mechanical gear pump to control fluid flow. In this way, the thickness of the primer coating layer is strictly controlled and can be selectively selected between a thickness of 5 to 40 microns.

In step 68 becomes the body panel component 24 moved to cure in an oven containing the body panel component 24 typically heated at 180 ° C for 30 minutes. The oven curing process ensures sufficient density and consistency throughout the primer coating layers while eliminating the risk of condensate contamination. It should be understood that for the different processes of the surface treatment process 60 prescribed curing times and temperatures in general, when surface treatments are applied to a body panel component. However, the parameters are subject to changes with the specific surface coating layers used.

Once the primer coating layer has cured, the inner and outer surfaces become 26 . 28 the body panel component 24 wiped to remove deposits and the body panel component 24 is moved to the base paint station.

In step 70 The base coat is applied to the inner surface 28 the body panel component 24 applied. Robot arms are given the preferred choice of basecoat, for example a Verbier silver enamel, and they lacquer the inner surface 28 the body panel component 24 ,

Another set of outer robot arms repeats this process for the outer surface 26 in step 72 , Paint sputtering and a controlled flow are essential to ensure that the metal particles of paint are uniform across the surfaces 26 . 28 the body panel component 24 be distributed. Metal particle concentrations significantly increase the reflectivity of the underlying surface, and achieving uniform distribution is an important aspect of the process.

As noted above, the basecoat layer may only have a target portion or region of the inner and outer surfaces 26 . 28 the body panel component 24 coat and does not have the totality of surfaces 26 . 28 coat.

The resulting basecoat layer is typically 10 to 40 microns thick. The thickness tolerances of the base coat layer are much smaller than the other layers because the base coat layer has the greatest influence on the reflectivity of the surface.

The bodywork component 24 will then be in step 74 moved to an oven for curing. The basecoat layer is cured at a lower temperature than the primer coating layer, typically at 125 ° C for 30 minutes.

A repair repair may be necessary between the application processes of each surface coating layer to ensure maximum uniformity over each layer. Contamination with dust or physical damage are the main reasons for a repair repair that involves the removal and reapplication of the surface coating layers 52 . 54 in these isolated areas. The surface coating layers 52 . 54 are cured in these areas by a localized infrared curing.

In step 76 becomes the body panel component 24 positioned in a clearcoat station, and another set of robotic arms spray a clear coat over the entirety of the interior surface 28 in this embodiment, the body panel component 24 , However, in some embodiments, it may be desirable for the clearcoat layer to have only a target portion or region of the inner and outer surfaces 26 . 28 the body panel component 24 coated.

External robotic arms then spray in step 78 the clearcoat over the outer surface 26 the body panel component 24 , In this way, they tune to the inner surface 28 the body panel component 24 applied surface coating layers 54 essentially with the on the outer surface 26 applied. The clearcoat layer is typically the thickest layer because it must protect the underlying layers from scratches and UV light. Accordingly, the clearcoat is typically 35 to 110 microns thick.

The clearcoat is in step 80 cured for 30 minutes at 180 ° C in an oven. Once the clearcoat is cured, the surface treatment is the body panel component 24 completed and the bodywork component 51 will be in step 82 forwarded to the inspection.

The surface treatment method should be suitably calibrated so that the thickness of each surface coating layer 52 . 54 as well as on each of the inner and outer surfaces 26 . 28 Total reflected power can be accurately predicted and controlled. thickness measurements 84 can be made as a further guarantee between processes.

It should be noted that the described steps of the surface treatment process 60 merely exemplary and have the characteristics of the body panel component 51 and / or the surface treatment method 60 should not restrict. As such, it will be understood that the processes involved may be changed, rearranged, added, and removed as the skilled artisan will understand.

In another embodiment, the body panel component 24 previously treated so that the outer surface 26 several surface coating layers 52 wears and this does not apply to the inner surface, as in 7 ,

In such a case, the invention relates to the application of at least one surface coating layer on the inner surface 28 the body panel component 24 so that the reflectivity of the inner surface 28 essentially with the reflectivity of the outer surface 26 matches the total thickness to the effective wavelength of the transmitted signals 22 is tuned.

In other embodiments of the surface treatment method, those skilled in the art will understand that one or more surface coating layers only target inner surface areas 28 and / or outer surface 26 the body panel component 24 can be applied.

In other embodiments of the surface treatment method, any of a variety of surface coating layers may be applied to the body panel component 24 including liquid paints and powder coatings, or even film elements and solid webs. For example, one of the surface coating layers may take the form of a self-supporting film web attached to the inner surface 28 the body panel component 24 is attached by adhesive to the reflectivity of the inner surface 28 and the outer surface 26 to coordinate with each other. This may provide a more cost effective means of achieving consistent reflectivity.

Many changes may be made to the foregoing examples without departing from the scope of the present invention as defined by the appended claims.

Claims (10)

A surface treatment method for a body panel component (51) of a vehicle (1), the body panel component (51) comprising first and second opposing surfaces (26, 28), the first surface (26) having one or more first surface coating layers (52) providing a first reflectance, the surface treatment method comprising: Adding one or more second surface coating layers (54) on at least a portion of the second surface (28) of the body panel component (51) thereby providing a second reflectivity that substantially matches the first reflectivity provided by the first surface coating layers (52). Surface treatment method according to Claim 1 wherein the one or more second surface coating layers (54) comprise a reflective layer of metallic or pearlescent lacquer included. Surface treatment method according to Claim 2 wherein the one or more first surface coating layers (54) include a reflective layer of this paint. A surface treatment method according to any preceding claim, wherein one or more of the first surface coating layers (56) are added to the first surface (26) simultaneously with the addition of one or more corresponding second surface coating layers (58) added to the second surface (28) , A surface treatment method according to any one of the preceding claims, wherein the one or more second surface coating layers (58) include a color coat layer, a primer coat layer and / or a protective coat layer. Surface treatment method according to Claim 5 , as far as dependent on Claim 2 wherein the color coat layer is this reflective layer of paint. A surface treatment method according to any one of the preceding claims, wherein the second surface coating layers (58) are the same as the first surface coating layers (56). A surface treatment method according to any one of the preceding claims, wherein one or more of the second surface coating layers are added to a selected area of the second surface (28) or substantially to the entirety of the second surface (28). Antenna installation for a vehicle (1), the antenna installation comprising a radar antenna (2) and a body panel component (51), which according to the surface treatment method according to any one of Claims 1 to 8th was treated. Vehicle (1) following the antenna installation Claim 9 includes.

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