Minimizing radar transmission loss with radar correction layer

Abstract

A computer-implemented method of enabling color matching to achieve radar compliance may include identifying and displaying a set of candidate colors from a database that match a color of a vehicle, and receiving a user selection thereof. The method may also include generating a recipe of the selected candidate colors applied to the vehicle, and receiving radar measurements of radar transmission losses on sections within the vehicle where radar transceivers are present. Further, the method includes iteratively applying a radar correction layer at a location of the radar transceiver as needed, and determining whether a combined set of layers including the radar correction layer, the section of the vehicle, and the applied recipe satisfies a radar compliance requirement. The method may further include displaying the results thereof.

Description

Background Art 1. Technical Field

[0001] The present disclosure relates to systems, computer-implemented methods, and storage media for using a radar correction layer having a coating to meet radar compliance requirements.

[0002] 2. Background and Related Technologies

[0003] Modern vehicles have been developed to assist drivers in various ways. For example, advanced driver assistance systems (ADAS) are systems equipped with many sensors, including radio detection and ranging (radar) sensors, light detection and ranging (lidar) sensors, optical sensors (such as cameras), ultrasonic sensors, etc. These sensors are located on the outside of the vehicle or hidden in the vehicle body to identify obstacles, pedestrians, other vehicles, weather, etc., thereby warning the driver of impending dangerous situations and making an emergency stop to prevent a potential collision with the identified object. ADAS can combine data from various sensors to identify objects and decide whether to provide automatic emergency assistance to the driver.

[0004] When an ADAS-equipped vehicle requires refurbishment (in the event of damage) or repainting for any reason, color matching tends to prioritize color over whether the ADAS is damaged, or to sacrifice color matching for sensor functionality compliance. In particular, the new coating may adversely affect the sensor or reduce its functionality. This could negatively impact aspects of the vehicle's safety performance. Summary of the Invention

[0005] The present disclosure provides systems, methods, and computer program products for providing the use of radar correction layers to enable coatings that may not otherwise be radar compliant to meet radar compliance requirements.

[0006] For example, a computer-implemented method for minimizing radar loss via an applied coating may include iteratively applying one or more radar correction layers to a vehicle, the coating having been applied to a section of the vehicle into which a radar transceiver radiates electromagnetic waves, wherein the coating and the section of the vehicle, in combination, do not meet a radar compliance requirement. The computer-implemented method may also include selecting a radar correction layer from the one or more radar correction layers, the radar correction layer, when applied to the section, altering a measured radar transmission loss through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, meet the radar compliance requirement.

[0007] Additionally, a computer-implemented method for minimizing radar loss with an applied coating may include receiving a vehicle having a coating applied to a section of the vehicle into which a radar transceiver radiates electromagnetic waves, wherein the coated section does not meet radar compliance requirements. The computer-implemented method may also include iteratively applying a plurality of radar correction layers to the coated section of the vehicle; and selecting the applied radar correction layer when the applied radar correction layer changes a measured radar transmission loss through the coated section such that the coating and the radar correction layer, in combination with the coated section of the vehicle, meet the radar compliance requirements.

[0008] Furthermore, the system of the present disclosure may include a memory, a processor, and one or more non-transitory computer-readable media, the one or more non-transitory computer-readable media including one or more programs stored thereon that, when executed by a computer, cause the computer to identify a set of candidate colors from a database to match the color of a vehicle and display the set of candidate colors. The system may also be configured to receive a user selection of a candidate color from the set from a digital device. Additionally, the system may be configured to generate a recipe for the selected candidate color to be applied to the vehicle and receive a radar measurement related to radar transmission loss caused by the applied recipe, wherein the radar transmission loss is compared to a radar compliance requirement. In one example, if the radar transmission loss meets or exceeds the radar compliance requirement, the system may then display the result of the comparison, or (ii) if the radar transmission loss does not meet the radar compliance requirement, the system may receive a new measurement representing a radar loss signal acquired from a section of the vehicle to which a radar correction layer has been applied, the section including the radar correction layer located at a location on the vehicle toward which a radar transceiver radiates electromagnetic waves. Additionally, the system may determine whether a combined set of layers including the radar correction layer, the section of the vehicle, and the applied formulation meets the radar compliance requirement; and display a result of the determination.

[0009] Furthermore, an additional or alternative method of minimizing radar loss via an applied coating may include iteratively applying, by a user, one or more radar correction layers to a section of a vehicle to which a coating has been applied and to which a radar transceiver radiates electromagnetic waves, wherein the combination of the applied coating and the section of the vehicle does not meet a radar compliance requirement. The method may also include, after applying each iteratively applied radar correction layer, determining whether the applied radar correction layer changes a measured radar transmission loss through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, meet the radar compliance requirement.

[0010] Still further, an additional or alternative method of minimizing radar loss with an applied coating may include determining that the vehicle section and the applied coating do not meet radar compliance requirements when electromagnetic waves are transmitted through the vehicle section. The method may also include applying an initial radar correction layer to the vehicle section; and determining a change in measured radar transmission loss when the initial radar correction layer is applied to the section.

[0011] The above-described methods may also be applied to systems and storage media having thereon program codes for implementing the above-described methods.

[0012] Additional features and advantages will be set forth in the following description, and in part will be apparent from the description, or may be learned by practice. Such features and advantages may be realized and obtained by the instruments and combinations particularly pointed out in the appended claims. These and other features will become more apparent from the following description and the appended claims, or may be learned by practice of the examples set forth below. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] To illustrate the manner in which the foregoing and other advantages and features may be obtained, a more particular description of the above brief description will be rendered by reference to specific examples of the invention, which are illustrated in the accompanying drawings. Understanding that these drawings are merely illustrative and, therefore, not to be considered limiting of its scope, the present disclosure will be described and explained more particularly and in detail through the use of the accompanying drawings, in which:

[0014] Figure 1A shows a graphical representation according to the present disclosure wherein a user analyzes a damaged vehicle at a body shop;

[0015] Figure 1B shows a graphical representation according to the present disclosure in which a user applies a correction layer for a sensor to a vehicle after a body shop repairs damage and applies a new coating to the vehicle;

[0016] Figure 2A shows a schematic diagram according to the present disclosure, wherein a correction layer is applied as a backing layer of a vehicle body;

[0017] Figure 2B shows a schematic diagram according to the present disclosure, wherein a correction layer is applied as a front layer of a vehicle body;

[0018] Figure 2C shows a schematic diagram according to the present disclosure wherein multiple correction layers are applied as backing layers for a vehicle body;

[0019] Figure 2D shows a schematic diagram according to the present disclosure, wherein a correction layer is applied to the back / inner surface of the body of a vehicle section, while another correction layer is applied on the opposite side of the vehicle section;

[0020] Figure 3A A schematic diagram of a system according to the present disclosure for achieving compliance requirements for a new coating is shown;

[0021] Figure 3B A schematic diagram of a system according to the present disclosure for achieving compliance requirements for a new coating is shown;

[0022] Figure 4 A flow chart illustrating a method according to the present disclosure for providing a workflow for meeting radar compliance requirements for a new coating at a body shop;

[0023] Figure 5 a flow chart illustrating an additional or alternative method according to the present disclosure for providing a workflow for achieving radar compliance requirements for a new coating at a body shop; and

[0024] Figure 6 Another flow chart is presented of an additional or alternative method according to the present disclosure for providing a workflow for meeting radar compliance requirements for a new coating at a body shop. DETAILED DESCRIPTION

[0025] The present disclosure provides systems, methods, and computer program products for providing the use of radar correction layers to enable coatings that may not otherwise be radar compliant to meet radar compliance requirements.

[0026] First, unless explicitly defined to mean only the singular form, the definite article "a / an" used herein should be understood to mean "at least one" or "one or more" wherever it appears, unless explicitly defined to mean only the singular form. In addition, by way of further explanation, the term "module" or "component" when used in the context of a computer system, a computer-implemented method, or corresponding structure and function will be understood as an abstract concept of a general-purpose computer processing component that can be used in at least one embodiment of the present invention, and there may be more or less than those components shown and described, and may be suitable for specific servers and cloud operating environments. As used herein, "module" means a computer executable code that enables a given computer system to perform a specific function when executed by one or more processors at a given computer system. In contrast, "component" means a set of passive instruction sets or data structures or records that can store, manage, and / or otherwise provide information processed by a given module. However, those skilled in the art will understand that the differences between different modules or components are at least partially arbitrary, and modules or components can be combined and divided in other ways and still remain within the scope of the present disclosure. Therefore, descriptions of components as "modules" or "components" are provided for clarity and explanation purposes only and should not be interpreted as indicating that any specific structure of computer executable code and / or computer hardware is required unless otherwise explicitly stated. In this specification, the terms "component," "agent," "manager," "service," "engine," "virtual machine," etc. may also be used similarly.

[0027] Referring now to the figures, when a vehicle needs to be repainted or needs refinishing for any reason, an end user 130, such as a body shop, will need to take several different steps to ensure not only that the coating properly matches the original coating, but also that the radar equipment (e.g., an ADAS device including a radar transceiver) can operate as originally intended despite the new coating. In this regard, FIG1 illustrates an engineer / manager / mechanic 130 (hereinafter referred to as an "end user") in a body shop with a vehicle 110. The end user 130 may manually inspect the vehicle 110 by viewing one or more damaged sections 115 (individually, "damaged sections 115") and interacting with a digital device 135 (also 360, Figures 3A to 3B ) interaction, the digital device may be a portable laptop computer, a mobile phone, a tablet computer or other portable digital device.

[0028] To identify the replacement coating, the end user 130 may enter values ​​into a database, such as a vehicle identification number (VIN), make / model / year, manufacturer paint code, etc., or may use a colorimeter or spectrophotometer (e.g., scanner 120) to identify the original color in order to prepare a replacement coating that most closely matches it. Typically, paint manufacturers develop a wide variety of coatings with different colors, color variations, color effects, etc., whether for the original automotive company or independently, such as to refinish a part of a vehicle 110 that was painted with paint from another manufacturer. The sheer volume and range of colors and coatings developed by the paint manufacturer often provide a suitable overall color match to the damaged section 115, with basic color comparison on a display being the only consideration. However, careful inspection after application often reveals small deviations in color that may not be apparent to a maintenance operator (e.g., a body operator), the relevant front desk manager, or the parts manager when viewing a color swatch or computer display during the coating determination process.

[0029] For example, differences may exist due to the color or physical properties of underbody coatings or other effect pigments. Along these lines, flake pigments, metallic pigments, or other angular surface pigments added to a formulation can provide a hybrid coating with a completely different overall color effect under certain lighting conditions compared to the same coating composition without the effect pigments.

[0030] Further, the color of the damaged vehicle 110 may be shown differently based on at least the temperature, humidity level, and / or lighting level of the body shop. In these cases, the scanner 120 may be used to scan the color of the damaged vehicle 110 and find candidate colors. The scanner 120 may be a spectrophotometric device. Based on the scan data and the vehicle color database, a list of potential candidate colors may be provided to the end user 130. Alternatively, the potential candidate colors may be selected based on the vehicle identification number (VIN), make / model, or manufacturer paint code. In either case, as Figure 1A As shown, end user 130 uses portable digital device 135 to view a list of potential candidate colors. The selected coating may include a color match, but may be listed as not radar compliant, meaning that the coating has not been optimized for radar transmission. For example, the candidate coating may include a group of pigments, such as conductive pigments, such as metallic flake pigments, that render the coating less transparent to radar transmission. On the other hand, digital device 135 may provide a candidate color that is not an exact match, but is radar compliant, meaning that it is formulated to minimize radar transmission losses.

[0031] If the best color match is a coating that is not formulated to minimize radar transmission loss, the present disclosure provides several remedies for use by the end user 130. For example, based on the user's selection, a formula of the selected color can be generated and applied to the repaired portion at the damaged section 115 of the vehicle 110. For example, Figure 1B The vehicle 110 is shown after repair, at which point an end user 130 may apply a coating manually or through one or more automated systems.

[0032] The resulting formulation is applied to the repaired portion of vehicle 110. The applied formulation may include a basecoat and a clearcoat. As used herein, the terms "on," "applied over," "applied on," "formed on," "formed on," "deposited on," "deposited on," "covering," "disposed on," "disposed on," and the like refer to forming, covering, depositing, or disposing on a surface, but not necessarily in contact with the surface. For example, a formed coating "applied over a substrate layer" does not exclude the presence of one or more other coating layers of the same or different composition positioned between the formed coating layer and the substrate layer.

[0033] As used herein, the term "coating" or "coating layer" may refer to a single coating layer, or it may refer to multiple coating layers deposited one above the other on a section of a vehicle, such as, for example, an adhesion promoter deposited on the section of the vehicle, followed by a sealant or primer deposited thereon, followed by one or more basecoats deposited thereon, followed by a clearcoat layer deposited thereon. Other variations of this coating stack are possible, such as, for example, the absence of any of the layers, or the addition of any of the multiple layers. Each of the coating layers may have its own relative permittivity and thickness, and each of the layers may contribute a different amount to the resulting measured radar transmission loss of the coated section of the vehicle located at the radar transceiver.

[0034] After applying the selected color formulation or color coating, the end user 130 will monitor for the presence of a radar transceiver ( Figures 2A to 2C Specifically, the end user 130 will measure the amount of radar transmission loss that has occurred with the new coating on that particular section of the vehicle (i.e., the section where the radar transceiver was located and the new coating was applied) to determine the impact of the radar transmission loss due to the repair.

[0035] When the new coating degrades the performance of a sensor, the end user 130 can apply the radar correction layer 150 to the area where the sensor is located, such as Figure 1BSpecifically, the end user 130 temporarily applies the radar calibration layer 150 to the section of the vehicle's body 110 where the sensor radiates signals and where the sensor receives signals reflected from objects external to the vehicle 110. The radar calibration layer 150 can be a film or wrap (having specific dimensions, dielectric constant, and / or thickness) applied to the exterior surface of the vehicle section, but can alternatively be applied between the radar transceiver and the interior surface of the vehicle section, i.e., a "backing layer." Alternatively, the radar calibration layer 150 can comprise a film covering the entire section of the vehicle.

[0036] Radar calibration layer 150 can be a coating, a film, a wrap, or a combination thereof. For example, radar calibration layer 150 can be a coating and can be in direct contact with a surface of vehicle 110, while an opposing surface of vehicle 110 carries the applied coating. As used herein, a "coating" is a surface covering, such as, for example, a paint, applied to at least a portion of an object, which can be applied in the form of, for example, a liquid, paste, slurry, or powder, and which, after drying and / or curing, forms a self-supporting, continuous film over at least a portion of the object. A film is a surface covering applied to at least a portion of an object as a solid, flexible layer, which can be a self-supporting thermoplastic film or at least partially cured and / or dried before being applied to at least a portion of the object.

[0037] The film can be a multilayer film comprising at least two layers, including a first film layer comprising a thermosetting layer or a thermoplastic layer and an optional adhesive layer, such as a pressure-sensitive adhesive. The adhesive layer can be protected with a removable layer or release liner that is removed before the film is applied to the substrate. The adhesive layer can allow the film to be temporarily or permanently adhered to the desired surface. The first film layer can be applied over at least a portion of a carrier film that will support the first film layer until the first film layer is formed, and the carrier film can then be optionally removed. The first film layer can be applied over at least a portion of a protective transparent film that itself can be on a carrier film.

[0038] The protective transparent film may be a thermoset or thermoplastic and will be the top layer when the multi-layer film is applied to at least a portion of the vehicle 110 via contact of the adhesive layer with the vehicle 110. The radar correction layer 150 may be hidden from view by an associated operator or other personnel when the vehicle 110 is in use.

[0039] The layer of multilayer film can comprise thermosetting or thermoplastic polyurethane, thermoplastic polyolefin or any other suitable film-forming material known in the art.In some cases, film composition will additionally comprise filler or pigment as described below.The first film layer of film can be sprayed, extruded, formed, laminated or in-situ polymerized, or otherwise deposited on the adjacent layer or removable layer of multilayer film.In some cases, film layer can comprise at least three layers, comprise varnish layer, thermosetting layer or thermoplastic layer and adhesive layer.

[0040] The radar correction layer 150 may include a film-forming resin and optionally a filler such as, for example, talc, calcium carbonate, clay, silica, sulfate or sulfite minerals (e.g., barium sulfate), metal oxides (e.g., titanium dioxide, iron oxide, micaceous iron oxide, aluminum oxide, zinc oxide), titanate compounds (e.g., barium titanate, copper calcium titanate, sodium titanate, strontium titanate), sulfide minerals (e.g., iron sulfide), metal flakes or powders (e.g., aluminum flakes), other ceramic powders (e.g., boride, carbide, or nitride compounds), carbon (e.g., radar-transparent carbon), silicon, germanium, hydrogenated amorphous silicon, glass flakes or spheres, other pigments, fiber materials, or combinations thereof. Using any one or a combination of the listed filler materials generally increases the dielectric constant of the radar correction layer 150.

[0041] In other words, manufacturers or technicians can adjust the dielectric constant of the backing layer by adjusting the composition of the backing layer to increase or decrease the dielectric constant. Therefore, fillers can be incorporated into the radar correction layer 150 at appropriate concentrations to control the dielectric constant of the radar correction layer 150 and increase radar transmission through the radar transmission section. For example, the radar correction layer can include a film-forming layer having a pigment volume concentration (PVC) of 0% to 90% of the filler in the solid layer, such as 1% to 50%, such as 5% to 30%, such as 10% to 20%.

[0042] The dielectric constant ε′ (i.e., the actual dielectric constant) of the radar correction layer 150 may be greater than 1, and may be, for example, at least 2, such as measured with a radar measurement system (e.g., RMS-D from Perisens GmbH) at a wavelength in the range of 76 GHz to 81 GHz. The dielectric constant ε′ of the radar correction layer 150 may be no greater than 30, and may be, for example, no greater than 10, all as measured with RMS-D from Perisens GmbH at a wavelength in the range of 76 GHz to 81 GHz. For example, the dielectric constant ε′ of the radar correction layer 150 may be in the range of 1 to 30, and may be, for example, in the range of 1 to 30 or 1.5 to 10, as measured with RMS-D from Perisens GmbH at a wavelength in the range of 76 GHz to 81 GHz.

[0043] The radar correction layer 150 may include an L of 115 or greater as measured using a multi-angle spectrophotometer on the substrate layer 220. 15 Values ​​such as, for example, 120 or greater, 125 or greater, 130 or greater, 140 or greater, 150 or greater, or 160 or greater, all as measured using a multi-angle spectrophotometer on substrate layer 220. Radar correction layer 150 may include an L value of less than 115. 15 The radar correction layer 150 may have a color including a hue value of h=0° to 359° and a chromaticity value of C*>50 or C*<50 as measured at a measurement angle from 15° to 110° using a multi-angle spectrophotometer. Depending on the desired application, the radar correction layer 150 may include a haze of no greater than 50% as measured according to ASTM D1003, or the radar correction layer 150 may include a haze of at least 50% as measured according to ASTM D1003. The radar correction layer 150 may be visibly opaque.

[0044] Typically, electromagnetic waves are reflected, diffracted, and refracted at the boundary between two different media. Without wishing to be bound by any particular theory, by applying the radar correction layer 150, electromagnetic waves radiated by the radar transceiver may be reflected, diffracted, and refracted as they pass through the radar correction layer 150, the substrate (e.g., the vehicle section), and the coating. Thus, by applying radar correction layers 150 of varying thicknesses, one or more radar correction layers 150 can minimize the adverse effects of the coating's components, allowing the sensor to properly perform its function. The radar correction layers 150 can also be applied in a stacked form, or applied to alternating sides (front and interior surfaces) of the vehicle section as needed to minimize radar transmission losses.

[0045] In one example, the radar correction layer 150 disclosed herein can be provided in different sets of one or more thicknesses that all correspond to one dielectric constant. For example, a manufacturer can provide one set of radar correction layers of first, second, third, and fourth thicknesses at a dielectric constant value "A" having a higher dielectric constant, and another set of radar correction layers of first, second, third, and fourth thicknesses at another dielectric constant value "B" having a medium dielectric constant. Similarly, a manufacturer can provide another set (or more sets) of radar correction layers of first, second, third, and fourth thicknesses at yet another dielectric constant. The thicknesses can vary as desired, however, in one example, the thicknesses in each set include a second thickness of 100 μm, a third thickness of 200 μm, and a fourth thickness of 400 μm. In general, it is understood that due to the interaction of electromagnetic radar waves with a coating having an applied coating (e.g., 230, Figures 2A to 2D ) of the vehicle section ((e.g., 220, Figures 2A to 2DThe radar loss caused by the interference effects of the interaction of the radar correction layer and the radar loss of the radar correction layer with each other varies quasi-sinusoidally with frequency. The different thickness levels in each group can be understood as causing different amounts of frequency shift in the minimum location of the sinusoidally varying radar loss relative to frequency, thereby increasing or decreasing the minimum location to correspond to the desired frequency range in which radar loss is desired to be minimized. For example, one may desire to minimize loss between 76-81 GHz, or between 76-77 GHz, or between 77-81 GHz. The frequency shift corresponding to the minimum radar loss provided by a given thickness of any given radar correction layer can be understood to be adjusted with each additional layer stacked above any other given layer.

[0046] For example, the end user 130, in an attempt to minimize radar loss at 76.5 GHz, may find that applying a 100 μm thick radar correction layer to the back of the vehicle section 220 increases the radar transmission loss at 76.5 GHz. However, adding both the 100 μm and 200 μm radar correction layers together may shift the sinusoidally varying radar loss vs. frequency curve enough that the radar transmission loss at 76.5 GHz is much lower than without the radar correction layer. Figures 2A to 2D As is more fully understood, the end user may apply the radar correction layer in various layouts / arrangements based on minimizing radar transmission losses.

[0047] For example, Figures 2A to 2D Different configurations of one or more radar correction layers 150 (now referred to as 240 for an inner surface layer or 245 for an outer surface layer) relative to a new coating on a section into which the radar transceiver 210 radiates electromagnetic waves and from which the radar transceiver receives signals reflected from objects surrounding the vehicle (e.g., 110) are shown. Figures 2A to 2D The sizes and thicknesses of radar transceiver 210, segment 220, coating 230, and radar calibration layer 240 are not shown to scale to provide a clear distinction between them. In particular, the thickness of coating 230 and radar calibration layer 240 is exaggerated compared to the thickness of segment 220 to be visible next to segment 220. Figures 2A to 2C A magnified view of the section to which the radar correction layer is applied is shown. Radar transceiver 210 is located behind section 220 of the vehicle (eg, behind the bumper fascia of vehicle 110).

[0048] Figure 2DYet another schematic diagram according to the present disclosure is shown, in which a correction layer is applied to the back / interior surface of the vehicle body section, while another correction layer is applied to the opposite side of the vehicle section. For example, the end user 130 may recognize that radar transmission losses can be minimized by selectively applying both rear-applied and front-applied correction layers. In the illustrated example, the front radar correction layer 245 is applied to the vehicle section substrate 220 before the coating 230 is applied, and is therefore positioned between the vehicle substrate 220 and the coating 230. In this case, the front radar correction layer 245 may comprise a film or other coating applied to the substrate 220 before the conventional coating 230 is applied. In a further example, the end user 130 may apply multiple radar correction layers 150 (i.e., 240 / 245) to each front or rear side of the substrate 220, as desired.

[0049] However, in a more typical case, the coating 230 is applied to the section 220 (e.g., a panel of the vehicle in front of the radar transceiver), particularly on the outer surface of the newly coated portion of the vehicle. Taking into account the wavelength of the electromagnetic wave, the thickness and relative dielectric constant of the coating 230 on the section 220 of the vehicle 110 and the vehicle section can be taken into account to calculate the radar transmission loss at each frequency generated by the radar transceiver 210. For example, the radar transceiver 210 generates and radiates electromagnetic waves with a frequency ranging from, for example, 24×10 9 Hz (24 GHz) to 79 GHz, or for example in a frequency range such as 76-81 GHz. The frequency range may include higher frequencies and / or lower frequencies. When the frequency of the electromagnetic wave is 24 GHz or 79 GHz, the corresponding wavelength of the electromagnetic wave is 12.5 mm or 3.8 mm, respectively. It is known that when a layer interacting with an electromagnetic wave has a thickness on the order of the wavelength of the electromagnetic wave, then the wave interference effect may be significant, so that the electromagnetic wave amplitude may increase or decrease to a varying amount depending on the wavelength. Therefore, if a section of the vehicle has a thickness of approximately 1 mm to 4 mm, and this is of the same order of magnitude as the wavelength of a radar signal of 76 to 81 GHz and 3.9 mm to 3.7 mm, respectively, then a significant wave interference effect from the section of the vehicle is expected.

[0050] Assuming the coating has a thickness ranging from 1 μm to 100 μm, and the vehicle section has a thickness of 1 to 4 mm, if the coating has a relative permittivity that is approximately the same as the buffer zone, the coating's influence on the wave interference effect is less than that of the buffer zone. However, if the coating has a different relative permittivity, such as a difference in relative permittivity greater than 1, such as greater than 5, such as greater than 10, or greater than 50, the combined wave interference effect of the vehicle section and the coating may be significant, resulting in greater or less radar transmission loss than would be the case without the coating, depending on the frequency of the electromagnetic wave.

[0051] Similarly, depending on the thickness and dielectric constant of radar correction layer 240, the layer can affect the wave interference effect, as previously described. When combined with the wave interference contributions from the vehicle's sections and coatings, this can affect an increase or decrease in radar transmission loss. Therefore, ideally, if the relative dielectric constant and thickness values ​​of the radar correction layer and coatings were known, the radar transmission loss due to any configuration of radar correction layers and coatings applied to the vehicle sections could be calculated. Furthermore, if the thickness and relative dielectric constant values ​​of the vehicle sections, coatings, and radar correction layer were known, radar transmission loss could be minimized by adjusting the thickness and dielectric constant of the radar correction layer. However, in practice, these thickness values ​​are often not known with sufficient accuracy to make such a predictive optimization process difficult.

[0052] Therefore, in practice, it is feasible to iteratively apply various radar correction layers with different dielectric constant and / or thickness values ​​until an acceptable amount of radar transmission loss is achieved from the combination of the radar correction layer, the vehicle section, and the coating. In the absence of precise values ​​for the relative dielectric constant and thickness of the vehicle section and coating, but knowing the measured radar transmission loss over a frequency range, it is possible to model this scenario and predict appropriate radar correction layers (with values ​​for relative dielectric constant and thickness) that will enable the combination of the radar correction layer, the vehicle section, and the coating to meet the radar loss transmission specification at a specific radar frequency or within a specific radar frequency range.

[0053] Regarding location, Figure 2A In the embodiment of the present invention, a radar correction layer 240 (i.e., a backing layer) is applied to the back side (i.e., the interior surface) of the segment 220, such that electromagnetic waves sequentially pass through the radar correction layer 240, the segment 220, and the coating 230 (i.e., located on the exterior surface of the vehicle segment 220). Because the radar correction layer 240 is applied to the back side / interior of the segment 220, any calculation of the radar transmission loss for this combination of the backing layer, the segment 220, and the coating 230 needs to take into account this specific positional sequence relative to the transceiver 210. However, if different radar correction layers are simply applied iteratively, the order and positioning are irrelevant, as only the goal of using the radar correction layers to reduce the measured radar transmission loss is important.

[0054] Alternatively, in Figure 2B In the embodiment of the present invention, the radar correction layer 245 (i.e., the front layer) is applied to the front / exterior of the segment 220, so that the electromagnetic wave passes through the segment 220, the coating 230, and the radar correction layer 245 in sequence. (The radar correction layer 245 may alternatively be positioned between the outer surfaces of the segment 220 but inside the coating 230, such as in Figure 2D). Forward radar correction layer 245 can be the same or different in thickness and / or composition from radar correction layer 240. Because radar correction layer 245 is applied to the front face of segment 220, any calculation of radar transmission loss for this combination of front layer, segment 220, and coating 230 needs to account for this particular positional order relative to transceiver 210. However, if different radar correction layers are simply applied iteratively, the order and positioning are less relevant than the final result based on radar transmission loss measured using the radar correction layers.

[0055] As previously mentioned, there may be situations where one radar correction layer 240 / 245 is insufficient to minimize radar transmission losses through the coating 230. In such cases, additional radar correction layer(s) may be applied to the segment 220. For example, Figure 2C and 2D As shown, one or more radar correction layers 240a, 240b are applied to the rear section 220, wherein Figure 2D The difference is that another front layer 245 is added between the substrate 220 and the coating 230. Therefore, the added correction layer 240 / 245 changes the total thickness of the combined stack, which means that the thickness of the vehicle section 220 is combined with the given thickness of each correction layer 240(a / b) / 245 and the thickness of the coating 230.

[0056] In other words, Figures 2C to 2D As shown, one or more radar correction layers 240a, 240b can be applied to the back side of the segment 220 and / or to the front side of the segment 220 and coating 230 to change the thickness through which the radar signal will travel. According to the present disclosure, one or more radar correction layers can be applied to both the front side and the back side of the segment 220. Based on the combination of radar correction layers applied to the front side and the back side of the segment 220, radar transmission losses can be minimized in both the transmission of electromagnetic waves and the reception of reflected signals.

[0057] For purposes of this discussion, radar correction layer 150 is used to refer to all radar correction layers 150 (e.g., 240, 245), either individually or collectively. Figures 2A to 2D As shown. According to the present disclosure, each radar correction layer 150 (i.e., 240, 245) can be identical in thickness and / or composition. Alternatively, the thickness and / or composition of each radar correction layer 150 (i.e., 240, 245) can be different from each other. For example, in some cases, a thicker radar correction layer can be more effective than a thinner radar correction layer, or vice versa. In other cases, as described above, multiple radar correction layers 150 (i.e., 240 and / or 245) can be stacked to achieve various optimizations. Therefore, under various conditions, combinations of radar correction layers of different thicknesses can be applied in various orders.

[0058] A threshold for radar transmission loss can be determined based on radar compliance requirements. If the effect of coating 230 on electromagnetic wave transmission and reception is less than the threshold, coating 230 is identified as radar-compliant. In this case, application of radar correction layer 240 is unnecessary. However, if coating 230 is not radar-compliant according to a given standard, one or more radar correction layers 240 can be iteratively applied to achieve radar compliance. If the radar compliance requirements are met after application of one radar correction layer 240, the combination of coating 230 and radar correction layer 240 is identified as radar-compliant. Otherwise, the combination of coating 230 and radar correction layer 240 is identified as not radar-compliant or does not meet the radar compliance requirements. In this case, it may be necessary to iteratively apply one or more radar correction layers 240 until the given radar compliance requirements are met.

[0059] According to the present disclosure, when one radar correction layer 240 does not make the coating 230 radar compliant, another radar correction layer 240 may be applied by replacing the previously applied radar correction layer 240 so that only one radar correction layer 150 (whether 240 or 245) is present with the coating 230. Alternatively, another radar correction layer 240 may be applied to the previously applied radar correction layer 240 (i.e., Figure 2C , elements 240a, 240b), thereby increasing the thickness of the entire radar correction layer. Replacement and additional application of one or more radar correction layers 150 can be used at any point in time to make the coating 230 radar compliant.

[0060] In the present disclosure, radar transmission loss is a positive value such that if the radar transmission loss is equal to 0 dB, there is no loss, and if the radar transmission loss value is greater than 0 dB, the radar signal from the radar transceiver has been reduced. Thus, for example, for a one-way transmission measurement of a radar wave through a coated section of a vehicle, if the radar transmission loss has a value of 5 dB, then the radar transmission loss is greater than if the one-way radar transmission loss has a value of 3 dB, 2 dB, or 1 dB.

[0061] Radar transmission loss specifications can indicate the maximum one-way or two-way radar transmission loss at a given frequency in order to meet radar compliance. For example, a radar loss specification might be: One-way radar transmission loss <2dB at 79GHz. Another might be: One-way radar transmission loss <1.5dB at 76.5GHz. Yet another might be: Two-way radar transmission loss <3.5dB at 77GHz.

[0062] In this respect, the measurement of radar transmission loss is used to check whether the radar conformity requirements have been met. In the event that the coating does not meet the radar conformity requirements, Figure 3A and 3BIt is shown how the radar transmission loss with respect to electromagnetic waves caused by the coating 330 can be measured in the presence of a radar correction layer 340. The radar correction layer 340 (in this case an inner surface applied layer / backing layer) can be applied to the back / inner surface of the segment 320, as shown. Figure 3A and 3B However, the location of the radar correction layer 340 is not limited to the back surface of the segment 320, but can be the front / outer surface of the segment 320 or both.

[0063] Computing device 360 ​​(or 135) can be connected to radar transceiver 310 so that computing device 360 ​​receives measurements from radar transceiver 310. Computing device 360 ​​can include an application or a virtual machine, or it can be an application installed on a separate standalone computing system, such as a local or remote computer system connected to radar transceiver 310 via a local or global network. In particular, the network can be a global network, a wide area network, or a local area network, including the Internet. Data communication between radar transceiver 310 and computing device 360 ​​can utilize NFC, Bluetooth, or other suitable wireless communication protocols.

[0064] The computing devices described herein (eg, 135 , 360 ) may include a number of modules, components, and databases that assist in determining whether the combination of the radar correction layer 340 and the coating 330 meets radar compliance requirements.

[0065] exist Figure 3A In FIG. 3 , a predetermined object 350 is placed at a predetermined distance from a radar transceiver 310. The predetermined object 350 may be any shape that is easily detected by the radar transceiver 310. The radar transceiver 310 radiates electromagnetic waves 312, which are transmitted to the predetermined object 350 through the radar correction layer 340, the segment 320, and the coating 330. Based on the predetermined distance between the radar transceiver 310 and the predetermined object 350, the time required for the transmitted electromagnetic waves to reach the predetermined object 350 can be simply calculated, for example, using the following formula:

[0066]

[0067] Where t is the required time, d is the preset distance, and c is the speed of electromagnetic waves or the speed of light in air.

[0068] The transmitted electromagnetic wave 312 then reflects from the predetermined object 350, and the reflected electromagnetic wave (or simply, reflected signal 314) returns to the radar transceiver 310. To reflect the electromagnetic wave 312, the predetermined object 350 may include a component that reflects all or substantially most of the transmitted electromagnetic wave 312, or may include a reflective coating on an outer surface. Furthermore, the predetermined object 350 may be positioned in a direction such that the reflected signal 314 can be directed toward the radar transceiver 310.

[0069] Ideally, the time required for reflected signal 314 to reach radar transceiver 310 should be equal to the time required for the transmitted electromagnetic wave to reach predetermined object 350. Therefore, the ideal total travel time from radar transceiver 310 to predetermined object 350 and back from predetermined object 350 to radar transceiver 310 is twice the required time t, or 2t.

[0070] Radar transceiver 310 measures the actual total travel time from transmitting electromagnetic wave 312 to receiving reflected signal 314 and sends the actual total travel time to computing device 360. In response to receiving the actual total travel time, computing device 360 ​​calculates the difference between the actual total travel time and the ideal total travel time and compares the difference to a travel time threshold. If the difference is greater than the travel time threshold, computing device 360 ​​may display an indication that the combination of radar correction layer 340 and coating 330 does not meet radar compliance requirements. The travel time threshold may be predetermined based on a preset distance between radar transceiver 310 and predetermined object 350. In other words, computing device 360 ​​may automatically determine the travel time threshold when the operator of computing device 360 ​​enters the preset distance.

[0071] Additionally, radar transceiver 310 can measure the power and / or amplitude of reflected signal 314. The original power and / or amplitude of electromagnetic wave 312 and the measured power and / or amplitude of reflected signal 314 can be sent to computing device 360. The difference between the original power and / or amplitude of electromagnetic wave 312 and the measured power and / or amplitude of reflected signal 314 can be considered radar transmission loss. A radar transmission loss threshold can be compared to the radar transmission loss. The radar transmission loss threshold can also be predetermined based on a preset distance. When the radar transmission loss is less than the radar transmission loss threshold, the combination of radar correction layer 340 and coating 330 meets radar compliance. Otherwise, the combination can be determined to be non-radar compliant.

[0072] Alternatively, the ratio between the original power and / or amplitude of electromagnetic wave 312 and the measured power and / or amplitude of reflected signal 314 can be used. The ideal ratio between the original power and the ideal reflected power can be determined by computing device 360, taking into account a preset distance and compliance with the radar-compliant coating. In this case, the ratio can be a representative value of radar transmission loss. A ratio threshold can be determined by computing device 360 ​​based on the preset distance. Computing device 360 ​​then calculates the difference between the ideal ratio and the actual ratio and compares the difference to the ratio threshold. When the difference is greater than the ratio threshold, computing device 360 ​​can notify the user that the combination of radar correction layer 340 and coating 330 does not meet radar compliance requirements. In other words, if the difference is less than or equal to the ratio threshold, the combination is radar-compliant.

[0073] Calculation device 360 ​​may consider the total travel time and ratio and the preset distance to determine radar compliance. Other environmental factors (e.g., temperature, humidity, etc.) and / or all parameters of electromagnetic wave 312 and / or reflected signal 314 may also be considered when determining radar compliance.

[0074] Now go to Figure 3B , computing device 360 ​​is connected to radar transceiver 310 and radar receiver 370. Non-limiting examples of radar measurement equipment that can be used in this environment include the RMS-C or RMS-D radome measurement systems available from Perisens GmbH, and the R&S QAR50 automotive radome tester available from Rohde & Schwarz GmbH. In the illustrated configuration, electromagnetic waves 312 radiated by radar transceiver 310 reach radar receiver 370, which does not reflect electromagnetic waves 312 back to radar transceiver 310. Similar to Figure 3A The radar receiver 370 may be positioned at a preset distance from the radar transceiver 310 in response to the predetermined object 350 .

[0075] When electromagnetic wave 312 is radiated, radar transceiver 310 may send the start time of the radiation of electromagnetic wave 312 to computing device 360. Alternatively, computing device 360 ​​may send a trigger control signal to radar transceiver 310, so that upon receiving the trigger control signal, radar transceiver 310 is triggered to radiate electromagnetic wave 312. In either case, computing device 360 ​​has the start time of the radiation of electromagnetic wave 312.

[0076] When electromagnetic wave 312 reaches radar receiver 370, all measurements of radar receiver 370 and the time of receipt of electromagnetic wave 312 are relayed to computing device 360. The travel time is the difference between the reception time and the start time, and is compared with the ideal one-way travel time, which is calculated according to formula (1) above. In this case, when using the two-way travel time, computing device 360 ​​can use half of the travel time threshold used above as the new threshold to determine radar compliance. As described above, other factors (such as parameters of electromagnetic wave 312 and environmental factors) can also be used in this configuration to determine radar compliance.

[0077] Figure 3A Configuration and Figure 3B The combination of configurations can be used to determine radar compliance in the direction of radiation and reflection of electromagnetic wave 312. For example, predetermined object 350 and radar receiver 370 can be located in the direction of electromagnetic wave transmission. Based on the measurements of radar receiver 370, computing device 360 ​​can determine whether the combination of coating 330 and radar correction layer 340 meets radar compliance requirements in the forward direction.

[0078] Furthermore, based on the measurement results from both radar receiver 370 and radar transceiver 310, computing device 360 ​​can separate the measurement results of the reception of reflected signal 314 from the measurement results of the radiation of electromagnetic wave 312. Thus, based on the measurement results in the reception or reflection direction toward radar transceiver 310, computing device 360 ​​can determine whether the combination of coating 330 and radar correction layer 340 meets the radar compliance requirements in the reflection direction.

[0079] In the event that radar compliance requirements are not met, computing device 360 ​​may employ artificial intelligence or machine learning or other modeling and / or computing methods to determine or provide recommendations based on the measured data in such an instance regarding which type or thickness of radar correction layer 340 may have a better effect. Computing device 360 ​​may further provide information on whether the front or back side of segment 320 may be preferred over the other for application of radar correction layer 340. Artificial intelligence or machine learning may be trained using a training data set with appropriate labels.

[0080] After additional application of a different or the same radar correction layer 340, a similar process is performed to determine whether the new, different radar correction layer 340 and coating 330 combination meets radar compliance. In this case, the new radar correction layer can be different from or the same as the previously applied radar correction layer in size, thickness, and dielectric constant.

[0081] After one or more applications of one or more radar correction layers 340 and determining that the combination meets radar compliance requirements, the temporarily applied one or more radar correction layers 340 can be removed and one or more radar correction layers having the same configuration as the temporarily applied radar correction layers can be permanently applied to the vehicle section 320. Computing device 360 ​​can be located not at the body shop's premises but at a remote location or in the cloud. Alternatively, computing device 360 ​​can be a computing service provided by the cloud, such as software as a service ("SaaS"), platform as a service ("PaaS"), and infrastructure as a service ("IaaS").

[0082] As mentioned above, Figures 1A to 3B A plurality of components, modules, and schematics are provided as part of a system for providing a workflow in a body shop to ensure that a new coating meets radar compliance requirements for radar transceivers equipped with ADAS for use in vehicles. The present disclosure may also be described in terms of one or more methods for achieving similar results. Along these lines, Figures 4 to 6 Various methods used to achieve radar compliance for new coatings are presented. Figures 1A to 3B The components and modules shown in Figures 4 to 6 The actions and steps shown in .

[0083] For example, Figure 4 A method 400 is presented for achieving radar compliance for color matching when a new color coating corresponding to the color match is applied to a damaged portion of a vehicle. The method 400 may be practiced manually or in whole or in part via a computer system implementing one or more storage media having computer executable instructions for performing a given action or series of actions. Thus, Figure 4 It is shown that method 400 may include an act 410 of identifying a set of candidate colors from a database to match the color of the vehicle. Figure 1A The scanner 120 can be used to identify a set of candidate colors by performing spectrophotometric measurements. The spectrophotometric database can also be used to identify a list of candidate colors that are substantially close to the spectrophotometric measurements. Action 410 further includes displaying the set of candidate colors.

[0084] Figure 4 It is further shown that method 400 may include an act 420 of receiving a user selection. Act 420 may include receiving a user selection from the set of candidate colors from a digital device. For example, end user 130 may input a selection from one of the displayed color choices shown on digital device 135, and a recipe engine (not shown) may then generate and / or mix a recipe to be applied to vehicle 110. Digital device 135 may be a computing device of a driver or operator of a body shop.

[0085] For example, Figure 4 It is shown that method 400 may include act 430 of generating a recipe and comparing radar transmission loss, if any, to radar compliance requirements. Act 430 includes generating a recipe for the selected candidate color to be applied to the vehicle, and receiving radar measurements related to radar transmission loss due to the applied recipe, wherein the radar transmission loss is compared to the radar compliance requirements. For example, as described above, an end user may finish a car with a user-selected coating, and then measurements may be taken to determine that radar transmission through the vehicle and coating stack meets the minimum radar loss compliance requirements. After applying the recipe, act 430 further includes receiving radar measurements related to radar transmission loss due to the applied recipe. Figures 2A to 2C or Figure 3A and 3B The radar transceiver 210 of 310 may generate measurement data, and Figure 3A and 3B The computing device 360 ​​can be based on the radar transceiver 310 and Figure 3A and 3B The radar transmission loss is calculated based on the distance between the predetermined object 350 or the radar receiver 370. The radar transmission loss is compared with the radar compliance requirements.

[0086] in addition, Figure 4 Method 400 is shown to include act 440 of displaying the results if the radar compliance requirements are met. Act 440 may include displaying the results of the comparison if the radar transmission loss meets or exceeds the radar compliance requirements. For example, end user 130 may use a radar detector connected to computer system 135 or otherwise obtain measurement results from transceiver 210 that provide radar transmission loss. Computer system 135 may simply display a pass for the test if the results are acceptable. Act 440 considers the case where the radar transmission loss meets or exceeds the radar compliance requirements, and displays the results of the comparison in act 440.

[0087] also, Figure 4 It is shown that method 400 may include an act 450 of receiving a new signal to which a radar correction layer has been applied if the radar compliance requirement is not met. Act 450 includes receiving a new measurement result representing a radar loss signal obtained from a section of the vehicle to which the radar correction layer has been applied if the radar transmission loss does not meet the radar compliance requirement, the new measurement result including the radar correction layer located at a location on the vehicle to which the radar transceiver radiates electromagnetic waves. For example, Figures 2A to 2C Various iterations are shown in which an end user 130 has positioned various radar correction layers on a segment 220 of a vehicle 110 where a radar transceiver is located. Typically, the end user 130 may position a radar correction layer 240 / 340 between the radar transceiver 210 and the vehicle segment 220, or on top of another radar correction layer 240 / 340 in the same segment, or on the other side / front of the vehicle segment (i.e., a correction layer 245 placed on the coating stack 230). In act 450, a new measurement is received representing radar transmission loss from a segment of the vehicle to which the radar correction layer has been applied. The segment includes the radar correction layer at a location on the vehicle to which the radar transceiver 310 radiates electromagnetic waves 312. As Figures 2A to 2C As shown, this location can be the front or back of the section of the new coating relative to the vehicle body. Radar transmission loss can be measured as a decrease in the power or amplitude of the signal reflected from the original electromagnetic wave, or as an increase in the travel time from the radiation of the electromagnetic wave to the reception of the reflected signal.

[0088] Furthermore, Figure 4 Method 400 is shown to include an act 460 of determining whether the new set of layers meets the requirements. Act 460 includes determining whether the combined set of layers, including the radar correction layer, the section of the vehicle, and the applied recipe, meets the radar compliance requirements. The determination of radar compliance can be accomplished by comparing the radar loss to a threshold or radar compliance requirement.

[0089] Going further, Figure 4 It is shown that method 400 can include an act 470 of displaying the determination. Act 470 includes displaying the results of the determination. For example, after a sufficiently oriented radar correction layer (or multiple radar correction layers) are correctly positioned and the radar transmission loss of the combined stack of radar correction layers, vehicle layers, and coating is deemed to meet compliance, then the computer system 135 can display a successful result. In the event that the combined set of layers meets the radar compliance requirements, due to its temporary nature, the combined set of layers can be removed and the same combined set of layers can be permanently applied at the same location where the temporary combined set of layers was previously applied. Alternatively, a further fixing process can be performed on the temporarily applied set of layers so that the temporarily applied set of layers can be permanently attached to the location without removing the combination.

[0090] In addition to the above, Figure 5 An additional or alternative method 500 is shown for achieving radar compliance for a new coating that may include a series of actions for achieving that purpose. The method 500 may be practiced manually or in whole or in part via a computer system implementing one or more storage media having computer executable instructions for performing a given action or series of actions. Thus, Figure 5 The method 500 is shown to include the following act 510: receiving a vehicle for which a coating has been applied to a section of a vehicle into which a radar transceiver radiates electromagnetic waves, wherein the coating does not meet radar compliance requirements. Act 510 includes iteratively applying a plurality of radar correction layers to the section of the vehicle. For example, Figures 2A to 2C It is shown that one or more rear facing radar correction layers 240 (or backing layers) may be positioned between the radar transceiver and the interior surface of the vehicle section (i.e., section 220). In some cases, a single backing layer 240 will be suitable, while in other cases, radar compliance may not be met unless a set of multiple backing layers stacked on top of each other achieves the appropriate results. In other cases, the end user may also or additionally apply one or more forward facing radar correction layers 245 on top of the vehicle's coating. This may also be a single layer or multiple layers, and may even be configured as an additional film coating placed on the entry section 220 of the vehicle, where the additional film serves the same purpose as the radar correction layer due to its radar dielectric constant and thickness. The determination of radar compliance may be based on the radar transceiver being in the presence of e.g. Figure 3A The displayed predetermined object 350 or Figure 3B Measurements of radar receiver 370 are shown.

[0091] Figure 5 It is also shown that method 500 may include an act 520 of iteratively applying a plurality of radar correction layers. Act 520 includes iteratively applying a plurality of radar correction layers to a section of the vehicle. For example, Figures 2A to 2CIt is shown that one or more rear-facing radar correction layers 240 (or backing layers) can be positioned between the radar transceiver and the interior surface of the vehicle section (i.e., section 220). In some cases, a single backing layer 240 will be suitable, while in other cases, radar compliance may not be met unless a set of multiple backing layers stacked on top of each other achieves the appropriate results. In other cases, the end user can also or additionally apply one or more forward radar correction layers 245 on top of the vehicle's coating. This can also be a single layer or multiple layers, and can even be configured as an additional film coating placed on the vehicle's entry section 220, where the additional film serves the same purpose as the radar correction layer due to its radar dielectric constant and thickness.

[0092] in addition, Figure 5 It is shown that the method 500 can include an act 530 of identifying when an applied radar correction layer, in combination with the vehicle and its coating, meets radar compliance requirements. Act 530 can include selecting the applied radar correction layer when the applied radar correction layer changes the measured radar transmission loss through the segment such that the coating and the radar correction layer, in combination with the segment of the vehicle, meet the radar compliance requirements. For example, after each application of one or more radar correction layers 240 / 245, the user 130 can select an arrangement that minimizes radar transmission loss in the combined stack of the radar correction layers 240 / 245, the vehicle segment 220, and the applied coating 230. Multiple radar correction layers (e.g., Figure 2C The layers 240a and 240b) can be applied one after the other, or over a previously applied radar correction layer, after removing the previously applied radar correction layer. The iterative application process is performed until one or more radar correction layers are applied such that the new coating achieves radar compliance. In other words, the measured radar transmission loss is less than or equal to a threshold, and the combined layer is deemed to meet radar compliance requirements. Upon confirmation of radar compliance, the combined layer can be permanently attached to the section of the vehicle.

[0093] In addition to the above, Figure 6 The method 600 for achieving radar compliance of a color coating is shown to include a series of one or more actions for implementing the method. The method 600 can be practiced manually or in whole or in part via a computer system that implements one or more storage media having computer executable instructions for performing a given action or series of actions. Figure 6 Shown Figure 6 The method includes an act 610 of identifying a set of candidate colors from a database to match the color of the vehicle. As described for method 400, Figure 1A The scanner 120 can be used to perform spectrophotometric measurements to identify the set of candidate colors. Act 610 further includes displaying the set of candidate colors.

[0094] in addition, Figure 6 It is shown that method 600 can include an act of receiving a user selection of a candidate color from the set 620. The selection can be made by an action on a display of the computing device.

[0095] Furthermore, Figure 6 Act 630 illustrates that method 600 may include generating a recipe for the selected candidate color, applying the recipe to at least a portion of the vehicle, and receiving radar measurements related to radar loss due to the applied recipe. Figures 2A to 2C or Figure 3A and 3B The radar transceiver 210 of 310 may generate measurement data, and Figure 3A and 3B The computing device 360 ​​can be based on the radar transceiver 310 and Figure 3A and 3B The radar transmission loss is calculated based on the distance between the predetermined object 350 or the radar receiver 370. The radar transmission loss is compared with a radar compliance requirement or a transmission loss threshold.

[0096] In the case where the radar transmission loss is greater than the transmission loss threshold or the radar compliance requirements are not met, Figure 6 It is shown that method 600 may include act 640 of applying a radar correction layer to a section of the vehicle toward which the radar transceiver radiates electromagnetic waves. Figure 1B As shown, the end user 130 can apply a radar correction layer 150. Figures 2A to 2C As shown, the radar correction layer can be applied to the rear or front side of the new coating relative to the vehicle section.

[0097] also, Figure 6 It is shown that method 600 may include an act 650 of determining whether the radar correction layer, combined with the segment of the vehicle and the applied recipe, meets radar compliance requirements.

[0098] Furthermore, Figure 6 It is shown that method 600 may include an act 660 of displaying the results of the determination.Based on the determination, acts 640 through 660 may be iteratively performed until the radar correction layer combined with the segment of the vehicle and the applied recipe meets radar compliance requirements.

[0099] Therefore, in view of the present specification and claims, it will be understood that the present disclosure can be practiced in a wide range of environments, including radar correction layers of various ranges and types to enable new coatings to achieve radar compliance. It will be further understood that the present disclosure can be implemented in a wide range of settings. For example, in addition to the automotive-style asset repair analysis described herein, the present disclosure can be applied to defect analysis and repair employed in a wide range of assets, including heavy and light industrial vehicles as well as personal vehicles. The radar correction layer 150 disclosed herein can also be added, measured, and removed in various finishing or OEM assembly environments. For example, in some cases, removing a given part (e.g., a bumper fascia) and placing the bumper fascia in a position such as Figures 3A to 3B In the position outlined in , where the emitter and detector are on opposite sides, it may be helpful to then iteratively apply various of the one or more radar correction layers until the radar specification (i.e., acceptably low radar transmission loss) and, therefore, radar compliance is achieved. In other cases, this can be achieved by applying the radar correction layer to a vehicle section (e.g., a bumper fascia) without removing it.

[0100] Furthermore, while the present disclosure can be practiced using a computer system (135, 360, etc.) to assist in measuring and displaying radar transmission results or other predictive functions (e.g., the number / placement of layers 150), in some cases, the present disclosure can also be practiced entirely manually. For example, a basic environment can involve the use of portable or non-portable radar transmitters and radar detectors positioned at fixed points around a vehicle segment, without the assistance of computer recommendations. The user can then iteratively apply a given radar correction layer 150 until a radar correction layer configuration is identified that provides an acceptably low amount of radar transmission loss. Thus, depending on the type of machinery available to the end user 130, the present disclosure can be practiced in both simplified and complex environments, thereby enabling widespread adoption of the present disclosure.

[0101] In particular, the present disclosure can be practiced with respect to more traditional facilities in the form of roofed buildings, such as vehicle body shops. The present disclosure (and in particular the principles of artificial intelligence) can further be used to identify specific colors, or even the quality of a color match, such as can be used for automotive and residential coating matching. Still further, the present disclosure can be used to suggest potential radar correction layers to achieve radar compliance for a new coating. Thus, it will be appreciated that the principles of the present disclosure can be applied not only to identify potential candidate colors, but also to measure radar transmission loss and confirm radar compliance of one or more applied radar correction layers and a new coating.

[0102] The present disclosure may include or utilize a special-purpose or general-purpose computer system that includes computer hardware, such as, for example, one or more processors and system memory, as discussed in more detail below. The scope of the present disclosure further includes physical and other computer-readable media for carrying or storing computer-executable instructions and / or data structures. Such computer-readable media can be any available media that can be accessed by a general-purpose or special-purpose computer system. Computer-readable media that store computer-executable instructions and / or data structures are computer storage media. Computer-readable media that carry computer-executable instructions and / or data structures are transmission media. Thus, by way of example and not limitation, the present invention may include at least two distinct types of computer-readable media: computer storage media and transmission media.

[0103] Computer storage media are physical storage media that store computer-executable instructions and / or data structures. Physical storage media include computer hardware such as RAM, ROM, EEPROM, solid-state drives ("SSD"), flash memory, phase-change memory ("PCM"), optical disk storage, magnetic disk storage or other magnetic storage devices, or any other hardware storage devices that can be used to store program code in the form of computer-executable instructions or data structures that can be accessed and executed by a general-purpose or special-purpose computer system to implement the disclosed functionality of the present disclosure.

[0104] Transmission media may include networks and / or data links that can be used to carry computer-executable instructions or program codes in the form of data structures and can be accessed by general-purpose or special-purpose computer systems. A "network" is defined as one or more data links that can be used to transmit electronic data between a computer system and / or a module and / or other electronic devices. When information is transmitted or provided to a computer system via a network or another communication connection (hardwired, wireless, or a combination of hardwired or wireless), the computer system may view the connection as a transmission medium. The combination of the above also should be included within the scope of computer-readable media.

[0105] Further, upon reaching various computer system components, program code in the form of computer-executable instructions or data structures can be automatically transferred from a transmission medium to a computer storage medium (or vice versa). For example, computer-executable instructions or data structures received via a network or data link can be cached in RAM within a network interface module (e.g., a "NIC") and then ultimately transferred to computer system RAM and / or low-volatility computer storage media at the computer system. Thus, it should be understood that computer storage media can be included in computer system components that also (or even primarily) utilize transmission media.

[0106] Computer-executable instructions include, for example, instructions and data, which, when executed at one or more processors, cause a general-purpose computer system, a special-purpose computer system, or a special-purpose processing device to perform a certain function or group of functions. Computer-executable instructions can be, for example, binary, intermediate format instructions such as assembly language, or even source code.

[0107] Those skilled in the art will appreciate that the present disclosure can be put into practice in a network computing environment with various types of computer system configurations (comprising personal computers, desktop computers, laptop computers, message processors, handheld devices, multiprocessor systems, based on microprocessors or programmable consumer electronics, network PCs, microcomputers, mainframe computers, mobile phones, PDAs, tablet computers, pagers, routers, switches, etc.). The present disclosure can also be put into practice in a distributed system environment, in which local computing systems and remote computer systems linked by a network (by hard-wired data links, wireless data links, or by the combination of hard-wired data links and wireless data links) all perform tasks. Therefore, in a distributed system environment, a computer system can include a plurality of computer systems composed. In a distributed system environment, a program module can be located in both local and remote memory storage devices.

[0108] Those skilled in the art will also appreciate that the present disclosure can be practiced in a cloud computing environment. A cloud computing environment can be distributed, but this is not required. When distributed, a cloud computing environment can be distributed internationally within an organization and / or have components owned across multiple organizations. In this specification and the appended claims, "cloud computing" is defined as a model for enabling on-demand network access to a shared pool of configurable computing resources (e.g., networks, servers, storage devices, applications, and services). The definition of "cloud computing" is not limited to any of the other numerous advantages that can be obtained from such a model when properly deployed.

[0109] Cloud computing models can be composed of various characteristics such as on-demand self-service, broad network access, resource pooling, rapid elasticity, measured services, etc. Cloud computing models can also appear in the form of various service models such as, for example, software as a service ("SaaS"), platform as a service ("PaaS"), and infrastructure as a service ("IaaS"). Cloud computing models can also be deployed using different deployment models such as private cloud, community cloud, public cloud, hybrid cloud, etc.

[0110] A cloud computing environment or cloud computing platform may include a system comprising one or more hosts, each capable of running one or more virtual machines. During operation, the virtual machines emulate an operating computing system, thereby supporting an operating system and possibly one or more other applications. Each host may include a hypervisor that emulates virtual resources for the virtual machines using physical resources that are abstract from the virtual machine's perspective. The hypervisor also provides appropriate isolation between the virtual machines. Thus, from the perspective of any given virtual machine, the hypervisor provides the illusion that the virtual machine is interfaced with physical resources, even if the virtual machine is only interfaced with the appearance of physical resources (e.g., virtual resources). Examples of physical resources include processing power, memory, disk space, network bandwidth, media drives, etc.

[0111] In view of the foregoing, the present disclosure may be implemented in a number of different configurations, as well as additional or alternative configurations thereof. For example, at least one configuration may include a computer-implemented method for minimizing radar loss via an applied coating, the method comprising: iteratively applying one or more radar correction layers to a vehicle, for which a coating has been applied to a section of the vehicle into which a radar transceiver radiates electromagnetic waves, wherein the coating and the section of the vehicle, in combination, do not meet a radar compliance requirement; and selecting a radar correction layer from the one or more radar correction layers that, when applied to the section, changes a measured radar transmission loss through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, meet the radar compliance requirement. In additional or alternative configurations, the computer-implemented method may further include removing the section of the vehicle and positioning a radar transmitter and a radar receiver on opposite sides of the section; and measuring a change in the measured radar transmission loss each time an additional radar correction layer is applied.

[0112] In additional or alternative configurations, the computer-implemented method may further include identifying a set of candidate colors from a database to match the color of the vehicle and displaying the set of candidate colors; receiving a user selection of a candidate color from the set from a digital device; generating a recipe for the selected candidate color to be applied to the vehicle and receiving a radar measurement related to radar transmission loss due to the recipe applied to the vehicle, wherein the radar transmission loss is compared to the radar compliance requirement; wherein: (i) if the radar transmission loss meets or exceeds the radar compliance requirement, displaying the result of the comparison, or (ii) if the radar transmission loss does not meet the radar compliance requirement, receiving a new measurement representing a radar loss signal obtained from a section of the vehicle to which a radar correction layer has been applied, the section including the radar correction layer at a location on the vehicle to which a radar transceiver radiates electromagnetic waves; determining whether the combined set of layers including the selected radar correction layer, the section of the vehicle, and the applied recipe meets the radar compliance requirement; and displaying the result of the determination.

[0113] In an additional or alternative configuration, the computer-implemented method may further include displaying an indication if any of the candidate recipes is not optimized for radar compliance. In an additional or alternative configuration, the selected radar correction layer includes a plurality of radar correction layers attached to one or both of an interior surface of the vehicle section and / or an exterior surface of the vehicle section. In an additional or alternative configuration, when the radar transmission loss does not meet the radar compliance requirement, the method further includes: receiving a new radar measurement corresponding to the application of a different radar correction layer; and determining whether the different radar correction layer combined with the applied recipe and the vehicle section meets the radar compliance requirement, wherein the determination indicates transmission of the electromagnetic wave through the different radar correction layer, the vehicle section, and the applied recipe. In an additional or alternative configuration, receiving the new radar measurement further includes: receiving a plurality of different radar measurements; wherein: each of the plurality of radar measurements corresponds to a different radar correction layer of a different thickness that has been added to the applied recipe and the vehicle section.

[0114] In additional or alternative configurations, receiving new radar measurements further includes receiving a plurality of different radar measurements, wherein each different radar measurement corresponds to a different layer of two or more radar correction layers. In additional or alternative configurations, at least one radar correction layer further differs from another radar correction layer in at least one dielectric constant. In additional or alternative configurations, at least one radar correction layer further differs from another radar correction layer in dielectric constant by a value of at least 1.0. In additional or alternative configurations, at least one radar correction layer has a dielectric constant value of at least 4, and another radar correction layer has a dielectric constant value in the range of 2.0 to 3.0. In additional or alternative configurations, the computer-implemented method may further include selecting one or more radar correction layers from the iteratively applied radar correction layers based on measured transmission loss. In additional or alternative configurations, the computer-implemented method may further include permanently applying the one or more radar correction layers to the segment. In additional or alternative configurations, the radar measurements are acquired from a segment of the vehicle that has been isolated using a radar transmitter and a radar receiver on opposite sides thereof.

[0115] In additional or alternative configurations, the radar correction layer is a film or wrap. In additional or alternative configurations, the radar correction layer is applied between the applied generative coating and the radar transceiver. In additional or alternative configurations, the radar correction layer is applied to an outer surface of the applied generative coating. In additional or alternative configurations, the candidate color is based on a spectrophotometric measurement of the vehicle. In additional or alternative configurations, the candidate color is based on a vehicle identification number (VIN), make / model, or manufacturer paint code.

[0116] In addition to the foregoing, additional or alternative configurations of the present disclosure may include a computer-implemented method for minimizing radar loss via an applied coating, the method comprising: receiving a vehicle for which a coating has been applied to a section of a radar transceiver into which electromagnetic waves are radiated, wherein the coated section does not comply with a radar compliance requirement; iteratively applying a plurality of radar correction layers to the coated section of the vehicle; and when the applied radar correction layers change a measured radar transmission loss through the coated section, selecting the applied radar correction layers such that the coating and the radar correction layers, combined with the coated section of the vehicle, comply with the radar compliance requirement. In additional or alternative configurations, the plurality of radar correction layers are applied over another radar correction layer to create a combined layer, and the combined layer, combined with the applied coating, causes the coating, the vehicle section, and the combined layer to comply with the radar compliance requirement.

[0117] In additional or alternative configurations, each radar correction layer is applied as a replacement for a previously applied radar correction layer, and radar compliance of each applied radar correction layer in combination with the applied coating and the coated section of the vehicle is measured. In additional or alternative configurations, each of the iteratively applied radar correction layers is a backing layer intended to be positioned on an interior surface of the coated section of the vehicle and in front of the radar transceiver. In additional or alternative configurations, each of the iteratively applied radar correction layers is a front layer intended to be positioned on an exterior surface of the vehicle and in front of the radar transceiver. In additional or alternative configurations, each of the radar correction layers has a different thickness than another radar correction layer. In additional or alternative configurations, at least one of the radar correction layers comprises a film or wrap. In additional or alternative configurations, the applied coating comprises a basecoat and a clearcoat. In additional or alternative configurations, the radar measurements are acquired from a section of the vehicle having a radar transmitter and a radar receiver positioned on opposite sides thereof.

[0118] Furthermore, yet another additional or alternative configuration of the present disclosure may include a system having a memory, a processor, and one or more non-transitory computer-readable media, the one or more non-transitory computer-readable media including one or more programs stored thereon that, when executed by a computer, cause the computer to perform the following operations: identify a set of candidate colors from a database to match a color of a vehicle and display the set of candidate colors; receive a user selection of a candidate color from the set from a digital device; generate a recipe for the selected candidate color to be applied to the vehicle, and receive radar measurements related to radar transmission loss due to the applied recipe, wherein the radar transmission loss is generated by the applied recipe. The radar transmission loss is compared with a radar compliance requirement; and wherein: (i) if the radar transmission loss meets or exceeds the radar compliance requirement, a result of the comparison is displayed, or (ii) if the radar transmission loss does not meet the radar compliance requirement, a new measurement result is received, the new measurement result representing a radar loss signal obtained from a section of the vehicle to which the radar correction layer has been applied, the section including the radar correction layer located at a position on the vehicle to which a radar transceiver radiates electromagnetic waves; a determination is made as to whether a combined set of layers including the radar correction layer, the section of the vehicle, and the applied formulation meets the radar compliance requirement; and a result of the determination is displayed.

[0119] Still further, another additional or alternative configuration of the present disclosure may include a method of minimizing radar loss via an applied coating, the method further comprising iteratively applying, by a user, one or more radar correction layers to a section of a vehicle to which a coating has been applied and to which a radar transceiver radiates electromagnetic waves, wherein a combination of the applied coating and the section of the vehicle does not meet radar compliance requirements; and after applying each iteratively applied radar correction layer, determining whether the applied radar correction layer changes a measured radar transmission loss through the section such that the coating and the selected radar correction layer are combined with the section of the vehicle to meet the radar compliance requirements.

[0120] Furthermore, another additional or alternative configuration of the present disclosure may include a method for minimizing radar loss with an applied coating, the method comprising: determining that the vehicle segment and the applied coating do not meet a radar compliance requirement when electromagnetic waves are transmitted through a vehicle segment; applying an initial radar correction layer to the vehicle segment; and determining a change in measured radar transmission loss while the initial radar correction layer is applied to the segment. In an additional or alternative configuration, the measured radar transmission loss of the combination of the vehicle's coating, the initial radar correction layer, and the segment meets the radar compliance requirement. In an additional or alternative configuration, applying the radar correction layer further comprises: determining that the measured radar transmission loss still does not meet the radar compliance requirement; iteratively applying one or more additional radar correction layers to the vehicle segment; for each additional radar correction layer applied, determining a new measurement of radar transmission loss on the vehicle segment; and completing the application of the one or more additional radar correction layers after determining that the vehicle segment with all applied radar correction layers meets the radar compliance requirement.

[0121] Although the subject matter has been described in language specific to structural features and / or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the described features or acts or the order of acts described. Rather, the described features and acts are disclosed as example forms of implementing the claims.

Claims

1. A computer-implemented method for minimizing radar losses by means of an applied coating, the method comprising: iteratively applying one or more radar correction layers to a vehicle for which a coating has been applied to a section into which a radar transceiver radiates electromagnetic waves, wherein the coating and vehicle section in combination do not meet radar compliance requirements; and A radar correction layer of the one or more radar correction layers is selected that, when applied to the section, changes a measured radar transmission loss through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, meet the radar compliance requirement.

2. The computer-implemented method of claim 1 , further comprising: removing the section of the vehicle and positioning a radar transmitter and a radar receiver on opposite sides of the section; as well as Each time an additional radar correction layer is applied, the change in the measured radar transmission loss is measured.

3. The computer-implemented method of any preceding claim, further comprising: identifying a set of candidate colors from a database to match the color of the vehicle, and displaying the set of candidate colors; receiving, from a digital device, a user selection of a candidate color from the set; generating a recipe for the selected candidate color to be applied to the vehicle and receiving radar measurements related to radar transmission loss due to the applied recipe on the vehicle, wherein the radar transmission loss is compared to the radar compliance requirement; in: (i) if the radar transmission loss meets or exceeds the radar compliance requirement, display the result of the comparison, or (ii) if the radar transmission loss does not meet the radar compliance requirement, receiving a new measurement result representing a radar loss signal acquired from a section of the vehicle to which a radar correction layer has been applied, the section including the radar correction layer at a location on the vehicle toward which a radar transceiver radiates electromagnetic waves; determining whether a combined set of layers including the selected radar correction layer, the section of the vehicle, and the applied formulation meets the radar compliance requirement; as well as The result of the determination is displayed.

4. The computer-implemented method of claim 3 , further comprising: If any of the candidate recipes are not optimized for radar compliance, an indication is displayed.

5. The computer-implemented method of any one of the preceding claims, wherein the selected radar correction layers comprise a plurality of radar correction layers attached to one or both of an interior surface of the vehicle section and / or an exterior surface of the vehicle section.

6. The computer-implemented method of any one of claims 3 to 5, wherein when the radar transmission loss does not meet the radar compliance requirement, the method further comprises: receiving new radar measurements corresponding to application of a different radar correction layer; as well as A determination is made as to whether the different radar correction layer in combination with the applied formulation and the vehicle section meets the radar compliance requirement, wherein the determination is indicative of transmission of the electromagnetic wave through the different radar correction layer, the vehicle section, and the applied formulation.

7. The computer-implemented method of claim 6 , wherein receiving new radar measurements further comprises: receiving a plurality of different radar measurements; in: Each radar measurement of the plurality of radar measurements corresponds to a different radar correction layer of a different thickness that has been added to the applied recipe and the vehicle section.

8. The computer-implemented method of claim 6 , wherein receiving new radar measurements further comprises: receiving a plurality of different radar measurements; in: Each different radar measurement corresponds to a different layer of two or more radar correction layers.

9. The computer-implemented method of any one of claims 6 to 8, wherein at least one radar correction layer further differs from another radar correction layer in at least a dielectric constant.

10. The computer-implemented method of any one of claims 6 to 9, wherein at least one radar correction layer further differs from another radar correction layer in dielectric constant by a value of at least 1.

0.

11. A computer-implemented method according to any one of claims 6 to 10, wherein: At least one radar correction layer has a dielectric constant value of at least 4; and Another radar correction layer has a dielectric constant value in the range of 2.0 to 3.

0.

12. The computer-implemented method of any preceding claim, further comprising: One or more radar correction layers are selected among the iteratively applied radar correction layers based on the measured transmission losses.

13. The computer-implemented method of any preceding claim, further comprising: One or more radar correction layers are permanently applied to the segments.

14. A computer-implemented method according to any one of claims 3 to 13, wherein the radar measurements are acquired from a section of the vehicle that has been isolated with a radar transmitter and a radar receiver on opposite sides thereof.

15. The computer-implemented method of any preceding claim, wherein the radar correction layer is a film or a wrap.

16. The computer-implemented method of any preceding claim, wherein the radar correction layer is applied between the applied generative coating and the radar transceiver.

17. The computer-implemented method of any one of the preceding claims, wherein the radar correction layer is applied to an outer surface of the applied generative coating.

18. The computer-implemented method of any preceding claim, wherein the candidate colors are based on spectrophotometric measurements of the vehicle.

19. The computer-implemented method of any preceding claim, wherein the candidate colors are based on a vehicle identification number (VIN), make / model, or manufacturer paint code.

20. A computer-implemented method for minimizing radar losses via an applied coating, the method comprising: receiving a vehicle for which a coating has been applied to a section into which a radar transceiver radiates electromagnetic waves, wherein the coated section does not meet radar compliance requirements; iteratively applying a plurality of radar correction layers to the coated section of the vehicle; as well as The applied radar correction layer is selected such that the coating and the radar correction layer, in combination with the coated section of the vehicle, meet the radar compliance requirement when the applied radar correction layer changes a measured radar transmission loss through the coated section.

21. The computer-implemented method of claim 20, wherein: Multiple radar correction layers are applied on top of one another to create a combined layer, and The combined layer in combination with the applied coating is such that the coating, the vehicle section, and the combined layer comply with the radar compliance requirements.

22. The computer-implemented method of any one of claims 20 to 21, wherein: Each radar correction layer is applied as a replacement for a previously applied radar correction layer, and The radar compliance of each applied radar correction layer in combination with the applied coating and the coated section of the vehicle is measured.

23. The computer-implemented method of any one of preceding claims 20 to 22, wherein each of the iteratively applied radar correction layers is a backing layer intended to be positioned on an inner surface of the coated section of the vehicle and in front of the radar transceiver.

24. The computer-implemented method of any preceding claim 20 to 22, wherein each of the iteratively applied radar correction layers is a front layer intended to be positioned on an exterior surface of the vehicle and in front of the radar transceiver.

25. The computer-implemented method of any preceding claim 20 to 24, wherein each of the radar correction layers has a different thickness than another radar correction layer.

26. The computer-implemented method of any preceding claim 20 to 25, wherein at least one of the radar correction layers comprises a film or a wrap.

27. The computer-implemented method of any one of the preceding claims 20 to 26, wherein the applied coating comprises a basecoat and a clearcoat.

28. A computer-implemented method according to any one of claims 20 to 27, wherein radar measurements are acquired from a section of the vehicle having a radar transmitter and a radar receiver positioned on opposite sides thereof.

29. A system having a memory, a processor, and one or more non-transitory computer-readable media, the one or more non-transitory computer-readable media including one or more programs stored thereon that, when executed by a computer, cause the computer to: identifying a set of candidate colors from a database to match the color of the vehicle, and displaying the set of candidate colors; receiving, from a digital device, a user selection of a candidate color from the set; generating a recipe for the selected candidate color applied to the vehicle and receiving radar measurements related to radar transmission loss due to the applied recipe, wherein the radar transmission loss is compared to radar compliance requirements; and in: (i) if the radar transmission loss meets or exceeds the radar compliance requirement, display the result of the comparison, or (ii) if the radar transmission loss does not meet the radar compliance requirement, receiving a new measurement result representing a radar loss signal acquired from a section of the vehicle to which a radar correction layer has been applied, the section including the radar correction layer at a location on the vehicle toward which a radar transceiver radiates electromagnetic waves; determining whether a combined set of layers including the radar correction layer, the section of the vehicle, and the applied formulation meets the radar compliance requirement; as well as The result of the determination is displayed.

30. A method of minimizing radar losses by means of an applied coating, the method comprising: iteratively applying, by a user, one or more radar correction layers to a section of a vehicle to which a coating has been applied and to which a radar transceiver radiates electromagnetic waves, wherein a combination of the applied coating and the section of the vehicle does not meet radar compliance requirements; and after applying each iteratively applied radar correction layer A determination is made as to whether the applied radar correction layer changes a measured radar transmission loss through the section such that the coating and the selected radar correction layer are combined with the section of the vehicle to comply with the radar compliance requirement.

31. A method of minimizing radar losses by means of an applied coating, the method comprising: Determining that the vehicle section and the applied coating do not meet radar compliance requirements when electromagnetic waves are transmitted through the vehicle section; applying an initial radar correction layer to the vehicle segment; as well as A measured radar transmission loss change is determined when the initial radar correction layer is applied to the segment.

32. The method of claim 31 , wherein a measured radar transmission loss of a combination of the coating, initial radar correction layer, and segment of the vehicle meets the radar compliance requirement.

33. The method of claim 31 , wherein applying the radar correction layer further comprises: determining that the measured radar transmission loss still does not comply with the radar compliance requirement; iteratively applying one or more additional radar correction layers to the vehicle segment; determining a new measurement of radar transmission loss over the vehicle segment for each additional radar correction layer applied; as well as Applying the one or more additional radar correction layers is completed after determining that the vehicle section with all applied radar correction layers meets the radar compliance requirement.

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