Minimizing radar penetration loss using radar correction layers

Abstract

A computer-implemented method for ensuring a color match is radar compliant may include identifying and displaying a set of candidate colors from a database that match the color of a vehicle and receiving a user selection thereof. The method may also include generating a formula for the selected candidate color to be applied to the vehicle and receiving radar measurements of radar penetration loss at a section of the vehicle where a radar transceiver is located. Additionally, the method may include iteratively applying a radar correction layer at the location of the radar transceiver as may be needed, and determining whether the combined set of layers, including the radar correction layer, the section of the vehicle, and the applied formula, meets radar compliance requirements. The method may further include displaying the results.

Description

[Technical Field]

[0001] The present disclosure relates to a system, computer-implemented method, and storage medium for using radar correction layers with coatings to comply with radar compliance requirements. [Background technology]

[0002] Modern vehicles have been developed to assist drivers in a variety of ways. For example, advanced driver assistance systems (ADAS) are equipped with many sensors, including radio detection and ranging (radar) sensors, light detection and ranging (LiDAR) sensors, optical sensors (e.g., cameras), and ultrasonic sensors. These sensors are located on the exterior of the vehicle or hidden within the body of the vehicle to identify obstacles, pedestrians, other vehicles, weather, etc., to warn the driver of approaching dangerous situations and enable the vehicle to make an emergency stop to prevent contact with the identified object. ADAS may combine data from various sensors to identify objects and determine whether to provide automated emergency assistance to the driver.

[0003] When a vehicle with ADAS needs to be repaired (in the case of damage) or repainted for any reason, there is a tendency for the color match to be prioritized without consideration of the possibility of impairing the ADAS functionality, or for the color match to be sacrificed in favor of sensor functionality compliance. In particular, the new coating layer may adversely affect or degrade the functionality of the sensors. This may, among other things, adversely affect the safety features of the vehicle. Summary of the Invention

[0004] The present disclosure provides systems, methods, and computer program products that provide a method for using radar correction layers to enable coatings that would not otherwise be radar compliant to meet radar compliance requirements.

[0005] For example, a computer-implemented method for minimizing radar loss through an applied coating may include iteratively applying one or more radar correction layers to a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, where the coating and the vehicle section, in combination, do not comply with radar compliance requirements. The computer-implemented method may also include selecting a radar correction layer from the one or more radar correction layers, where the selected radar correction layer, when applied over the section, alters the radar penetration loss measured through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, comply with the radar compliance requirements.

[0006] Additionally, a computer-implemented method for minimizing radar loss with an applied coating may include receiving a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, the coated section not complying with radar compliance requirements. The computer-implemented method may also include iteratively applying a plurality of radar correction layers over the coated section to the vehicle, and selecting the applied radar correction layers such that when the applied radar correction layers change the radar transmission loss measured through the coated section, the coating and the radar correction layers, in combination with the coated section of the vehicle, comply with the radar compliance requirements.

[0007] Further, the system of the present disclosure may include a memory, a processor, and one or more non-transitory computer-readable media containing one or more programs stored thereon, which, when executed by a computer, cause the computer to identify a set of candidate colors from a database that 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 formula for the selected candidate color to be applied to the vehicle and receive radar measurements related to radar penetration loss resulting from application of the formula, which is compared to radar compliance requirements. In one example, if the radar penetration loss meets or exceeds the radar compliance requirements, the system may display the results of the comparison; or (ii) if the radar penetration loss does not meet the radar compliance requirements, the system may receive new measurements 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 from which a radar transceiver emits electromagnetic waves. Additionally, the system can determine whether a set of layer combinations, including the radar correction layer, the vehicle section, and the applied formulation, meets radar compliance requirements and display the results of the determination.

[0008] Furthermore, an additional or alternative method of minimizing radar loss through an applied coating may include the step of iteratively applying one or more radar correction layers by a user to a section of the vehicle from which a radar transceiver emits electromagnetic waves, to which the coating has been applied, where the combination of the applied coating and the section of the vehicle does not comply with radar compliance requirements. The method may also include the step of determining, after application of each iteratively applied radar correction layer, whether the applied radar correction layer changes the radar penetration loss measured through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, comply with radar compliance requirements.

[0009] Still further, an additional or alternative method of minimizing radar loss with an applied coating can 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 can also include applying an initial radar compensation layer to the vehicle section and determining that the measured radar penetration loss changes when the initial radar compensation layer is applied over the section.

[0010] The above methods and methods may also be applied in relation to systems and storage media with program code for implementing the same.

[0011] Additional features and advantages will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice. The features and advantages may be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features will become more fully apparent from the following description and appended claims, or may be learned by practice of the examples set forth hereinafter.

[0012] To describe the manner in which the above-mentioned advantages and features, as well as other advantages and features, may be obtained, a more particular description briefly set forth above will be rendered by reference to specific embodiments thereof which are illustrated in the accompanying drawings, with the 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 with additional specificity and detail through the use of the accompanying drawings in which: [Brief explanation of the drawings]

[0013] [Figure 1A] 1 illustrates a graphical illustration of a user analyzing a damaged vehicle in a body shop according to the present disclosure. [Figure 1B] 1 shows a graphical illustration of a user applying a compensation layer for sensors to a vehicle after repairing damage and applying a new coating to the vehicle in a body shop according to the present disclosure. [Figure 2A] 1 shows a schematic diagram of a correction layer being applied as a rear layer on the body of a vehicle according to the present disclosure. [Figure 2B] 1 shows a schematic diagram of a correction layer being applied as a front layer to the body of a vehicle according to the present disclosure. [Figure 2C] 1 shows a schematic diagram of multiple correction layers applied as a rear layer to the body of a vehicle according to the present disclosure. [Figure 2D] 1 shows a schematic diagram of a correction layer applied to the rear / inner side of the body of a vehicle section and another correction layer applied to the opposite side of the vehicle section according to the present disclosure. [Figure 3A] 1 illustrates a schematic diagram of a system for creating new coatings that meet compliance requirements according to the present disclosure. [Figure 3B] 1 illustrates a schematic diagram of a system for creating new coatings that meet compliance requirements according to the present disclosure. [Figure 4] 1 illustrates a flowchart of a method according to the present disclosure for providing a workflow in a body shop for creating a new coating that meets radar compliance requirements. [Figure 5]10 illustrates a flowchart of an additional or alternative method according to the present disclosure for providing a workflow in a body shop for creating new coatings that meet radar compliance requirements. [Figure 6] 10 illustrates a further flowchart of an additional or alternative method according to the present disclosure for providing a workflow in a body shop for creating new coatings that meet radar compliance requirements. DETAILED DESCRIPTION OF THE INVENTION

[0014] The present disclosure provides systems, methods, and computer program products for using radar correction layers to enable coatings that would not otherwise be radar compliant to meet radar compliance requirements.

[0015] As a preliminary note, the definite article "a" or "an," as used herein, is understood to mean "at least one" or "one or more" wherever it appears, unless expressly defined to mean only the singular. Additionally, by way of further explanation, the term "module" or "component," when used in the context of a computer system, computer-implemented method, or corresponding structure and functionality, is understood as an abstraction of a generalized computer processing component that can be used in at least one embodiment of the present invention, and may be more or less than those illustrated and described, and may be suited to particular server and cloud operating environments. As used herein, a "module" refers to computer-executable code that, when executed by one or more processors in a given computer system, causes the given computer system to perform a particular function. In contrast, a "component" refers to a passive set of instructions or a data structure or record that can store, manage, and / or otherwise provide information handled through a given module. However, those skilled in the art will understand that the distinction between different modules or components is at least partially arbitrary, and that modules or components may be combined and divided differently and still be within the scope of the present disclosure. As such, description of components as being "modules" or "components" is provided for purposes of clarification and explanation only and should not be construed as indicating that any particular structure of computer-executable code and / or computer hardware is required unless expressly stated otherwise. Terms such as "component," "agent," "manager," "service," "engine," "virtual machine," and the like may also be used herein.

[0016] Referring now to the figures, when a vehicle needs to be repainted or repaired for any reason, an end user 130, for example, at a body shop, must undertake several different steps to ensure not only that the coating properly matches the original, but also that radar equipment (e.g., ADAS equipment including radar transceivers) can operate as originally intended despite the new coating. In this regard, FIG. 1 illustrates an engineer / supervisor / mechanic 130 (hereinafter, “end user”) at a body shop along with a vehicle 110. The end user 130 may manually inspect the vehicle 110 by looking at one or more damaged sections 115 (individually, “damaged sections 115”) and may operate a digital device 135 (also 360 in FIGS. 3A-3B ), which may be a portable laptop, cell phone, tablet computer, or other portable digital device.

[0017] To identify a replacement coating, an end user 130 can input values ​​such as the vehicle identification number (VIN), make / model / year, and manufacturer paint code into a database, or can use a colorimeter or spectrophotometer (e.g., scanner 120) to identify the original color in order to prepare a closest-matching replacement coating. Typically, paint manufacturers develop a wide variety of paints in a variety of colors, color variations, and color effects for original vehicle manufacturers or for home repairs of vehicle 110 parts coated with another manufacturer's paint. Due to the vast quantity and range of colors and coatings developed by paint manufacturers, an overall color match with the damaged section 115 is often achieved based solely on a basic color comparison on a display. However, close inspection after application often reveals subtle color differences that were not discernible when a repair technician (e.g., an auto body technician), associated front office manager, or parts manager was looking at a color chip or computer display screen during the coating determination process.

[0018] For example, differences may arise due to the color or physical properties of the underbody coating or other effect pigments. In this regard, flake, metallic, or other gonioapparent pigments added to the formulation can provide a blended coating with an overall completely different color effect under certain lighting conditions than the same coating composition without those effect pigments.

[0019] Furthermore, the color of the damaged vehicle 110 may appear different depending on at least the temperature, moisture level, and / or lighting level in the body shop. Under these circumstances, the scanner 120 may be used to scan the color of the damaged vehicle 110 and search for candidate colors. The scanner 120 may be a spectrophotometric measurement device. Based on the scanned data and a vehicle color database, the end user 130 may be provided with a list of candidate colors. Alternatively, the candidate colors may be selected based on the vehicle identification number (VIN), make / model, or manufacturer paint code. In either case, as shown in FIG. 1A , the end user 130 uses a portable digital device 135 to review the list of candidate colors. The selected coating may include a color match but may be non-radar compliant, meaning that the coating is not optimized for radar penetration. For example, the candidate coating may include a set of pigments, such as conductive pigments, e.g., metallic flake pigments, that reduce the coating's radar penetration. Alternatively, the digital device 135 may provide candidate colors that are not an exact color match but are radar compliant, meaning they are coatings formulated to minimize radar penetration loss.

[0020] In the case of a coating that is optimal in color match but not formulated to minimize radar penetration loss, the present disclosure provides several remedies at the end user's 130's disposal. For example, based on a user's selection, a selected color formulation may be generated and applied to the repaired portion of the damaged section 115 of the vehicle 110. For example, FIG. 1B shows the vehicle 110 after repair, at which point the end user 130 may apply the coating manually or via one or more automated systems.

[0021] The resulting formulation is applied to the repaired portion of the vehicle 110. The applied formulation may include a base coat and a clear coat. As used herein, terms such as "on," "applied over," "coated on," "formed over," "formed on," "deposited over," "deposited on," "overlying," "provided over," "provided on," and the like mean formed, overlaid, deposited, or provided on a surface, but not necessarily in contact with the surface. For example, a formed layer "applied over" a substrate layer does not exclude the presence of one or more other layers of the same or different composition located between the formed layer and the substrate layer.

[0022] As used herein, the term "coating" or "coating layer" may refer to a single coating layer, or to multiple coating layers deposited on top of each other on a section of a vehicle, such as, for example, an adhesion promoter deposited on a section of a vehicle, followed by a sealer or primer deposited thereon, followed by one or more layers of basecoat deposited thereon, followed by a clearcoat deposited thereon. Other variations of this coating layer stack are possible, such as, for example, the absence of any of the coating layers or the addition of multiple of any of the layers. Each of the coating layers may have its own relative dielectric constant and thickness, and each layer may contribute a change to the final measured radar penetration loss on the coated section of the vehicle when a radar transceiver is positioned thereon.

[0023] After application of the formulation or coating of the selected color, end user 130 monitors each location on the vehicle where a radar transceiver (element 210 in FIGS. 2A-2C) is present. Specifically, end user 130 measures the amount of radar penetration loss caused by the new coating in that particular vehicle section (i.e., the section where the radar transceiver is located and where the new coating is applied) to determine the impact of the repair on radar penetration loss.

[0024] When a new coating degrades the performance of one sensor, end user 130 may apply radar compensation layer 150 to the section where the sensor is positioned, as illustrated in FIG. 1B . Specifically, end user 130 temporarily applies radar compensation layer 150 to the section of the body of vehicle 110 where the sensor emits a signal and where the sensor receives a signal reflected from an object external to vehicle 110. Radar compensation layer 150 may be a film or wrap (of a particular size, dielectric constant, and / or thickness) applied to the exterior surface of the vehicle section, but may alternatively be applied between the radar transceiver and the interior surface, or “backer layer,” of the vehicle section. Alternatively, radar compensation layer 150 may include a film that covers the entire vehicle section.

[0025] The radar correcting layer 150 can be a coating, a film, a wrap, or a combination thereof. For example, the radar correcting layer 150 can be a coating and can be in direct contact with the surface of the vehicle 110, while the opposite surface of the vehicle 110 has an applied coating. As used herein, a "coating" is a surface covering, such as, for example, a paint for at least a portion of an object, that can be applied, for example, in liquid, paste, slurry, or powder form, and that, upon drying and / or curing, forms a free-standing continuous film over at least a portion of the object. A film is a surface covering for at least a portion of an object that is applied as a solid, flexible layer and can be a free-standing thermoplastic film, or is at least partially cured and / or dried prior to application to at least a portion of the object.

[0026] The film can be a multilayer film with at least two layers, including a first film layer including a thermosetting or 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 applying the film to a substrate. The adhesive layer can allow the film to adhere temporarily or permanently to a 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 it is formed, after which the carrier film can be removed as needed. The first film layer can be applied over at least a portion of a protective transparent film that can itself be on the carrier film.

[0027] The protective transparent film may be thermoset or thermoplastic and may be the top layer when the multi-layer film is applied over at least a portion of the vehicle 110 via contact between the adhesive layer and the vehicle 110. The radar compensation layer 150 may be hidden from view of associated workers or other persons when the vehicle 110 is in use.

[0028] The layers of the multilayer film may comprise thermoset or thermoplastic polyurethanes, thermoplastic polyolefins, or any other suitable film-forming materials known in the art. In some cases, the film composition additionally comprises fillers or pigments, as described below. The first film layer of the film may be spray-applied, extruded, formed, laminated, in-situ polymerized, or otherwise deposited onto an adjacent or removable layer of the multilayer film. In some cases, the film layer may comprise at least three layers, including a clearcoat layer, a thermoset or thermoplastic layer, and an adhesive layer.

[0029] The radar compensation layer 150 can 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, calcium copper 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, amorphous silicon hydride, glass flakes or spheres, other pigments, fibrous materials, or combinations thereof. The use of any of the listed filler materials, or combinations thereof, can generally increase the dielectric constant of the radar compensation layer 150.

[0030] In other words, a manufacturer or engineer can adjust the dielectric constant of the backer layer upward or downward by adjusting the composition of the backer layer. Accordingly, filler materials can be incorporated into radar compensating layer 150 at an appropriate concentration to control the dielectric constant of radar compensating layer 150 and enable improved radar transmission through the radar-transparent sections. For example, the radar compensating layer may include a film-forming layer having a pigment volume concentration (PVC) of 0% to 90%, such as 1% to 50%, such as 5% to 30%, such as 10% to 20%, of filler material in the solid layer.

[0031] The permittivity ε′ (i.e., real permittivity) of radar correcting layer 150 may be greater than 1, e.g., at least 2, as measured by a radar measurement system such as Perisens GmbH's RMS-D at wavelengths ranging from 76 GHz to 81 GHz. The permittivity ε′ of radar correcting layer 150 may be 30 or less, e.g., 10 or less, as measured by Perisens GmbH's RMS-D, all at wavelengths ranging from 76 GHz to 81 GHz. For example, the permittivity ε′ of radar correcting layer 150 may be in the range of 1 to 30, e.g., in the range of 1 to 30, or in the range of 1.5 to 10, as measured by Perisens GmbH's RMS-D at wavelengths ranging from 76 GHz to 81 GHz.

[0032] The radar compensation layer 150 has an L of 115 or greater when measured on the substrate layer 220 using a multi-angle spectrophotometer. 15 For example, an L of 120 or greater, 125 or greater, 130 or greater, 140 or greater, 150 or greater, or 160 or greater, all when measured using a multi-angle spectrophotometer on the substrate layer 220. 15 The radar correction layer 150 may include an L of less than 115. 15 The radar correcting layer 150 may include a hue value between h=0° and 359°, and a chromaticity value C*>50 or C*<50, when measured using a multi-angle spectrophotometer at a measurement angle between 15° and 110°. The radar correcting layer 150 may include a haze of 50% or less, when measured according to ASTM D1003, or the radar correcting layer 150 may include a haze of at least 50% when measured according to ASTM D1003, depending on the desired application. The radar correcting layer 150 may be visually opaque.

[0033] Generally, electromagnetic waves are reflected, diffracted, and refracted at the boundary between two different media. Without intending to be bound by any particular theory, by applying radar compensation layer 150, electromagnetic waves emitted by the radar transceiver are likely to be reflected, diffracted, and refracted while passing through radar compensation layer 150, the substrate (e.g., the vehicle section), and the coating. Therefore, applying radar compensation layer 150 at various thicknesses, one or more radar compensation layers 150, can minimize adverse effects from the coating's components so that the sensor can properly perform its function. Radar compensation layers 150 can also be applied in a stacked configuration or on alternating sides (front and interior surfaces) of the vehicle section as needed to minimize radar penetration loss.

[0034] In one example, the radar compensation layers 150 disclosed herein can be provided in one or more sets of different thicknesses, all having one dielectric constant. For example, a manufacturer may provide a set of radar compensation layers with first, second, third, and fourth thicknesses having one dielectric constant value "A" that is a higher dielectric constant, and another set of radar compensation layers with first, second, third, and fourth thicknesses having another dielectric constant value "B" that is a medium dielectric constant. Similarly, a manufacturer may provide yet another set (or more) of radar compensation layers with first, second, third, and fourth thicknesses having yet another dielectric constant. While the thicknesses can be varied as needed, in one example, the thicknesses within each set include a second thickness of 100 μm, a second thickness of 200 μm, a third thickness of 400 μm, and a fourth thickness of 800 μm. Generally, understanding that radar loss varies sinusoidally as a function of frequency due to interference effects on electromagnetic radar waves interacting with a vehicle section (e.g., 220 in Figures 2A-2D) to which a coating (e.g., 230 in Figures 2A-2D) is applied, it is conceivable that varying the thickness within each set shifts the frequency by different amounts to a minimum location of the sinusoidally varying radar loss versus frequency, increasing or decreasing this minimum location to correspond to a desired frequency range in which radar loss minimization is desired. For example, one may desire to minimize loss from 76 to 81 GHz, or 76 to 77 GHz, or 77 to 81 GHz. The frequency shift relative to minimum radar loss produced by a given thickness of any given radar compensation layer can be understood as being adjusted with each additional layer stacked on any other given layer.

[0035] For example, an 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 rear of vehicle section 220 increases radar penetration loss at 76.5 GHz. On the other hand, adding 100 μm and 200 μm radar correction layers together may significantly shift the sinusoidally varying radar loss versus frequency curve, resulting in much lower radar penetration loss at 76.5 GHz than without the radar correction layer. As will be understood in more detail with reference to FIGS. 2A-2D , an end user may apply radar correction layers in various layouts / arrangements to minimize radar penetration loss.

[0036] For example, FIGS. 2A-2D show different configurations of one or more radar compensation layers 150 (herein referred to as 240 for an inner surface layer or 245 for an outer surface layer) for a new coating on a section, into which a radar transceiver 210 emits electromagnetic waves and from which the radar transceiver also receives signals reflected from objects around the vehicle (e.g., 110). The sizes and thicknesses of the radar transceiver 210, section 220, coating 230, and radar compensation layer 240 in FIGS. 2A-2D are not shown to scale to provide a clear distinction between them. In particular, the thicknesses of the coating 230 and radar compensation layer 240 are exaggerated compared to the thickness of section 220, as shown next to section 220. FIGS. 2A-2C show enlarged views of the section where the radar compensation layer is applied. The location where the radar transceiver 210 is located is behind section 220 of the vehicle (e.g., behind the bumper fascia of vehicle 110).

[0037] FIG. 2D shows yet another schematic diagram in accordance with the present disclosure in which a compensation layer is applied to the rear / inner surface of the body of the vehicle section and another compensation layer is applied to the opposite side of the vehicle section. For example, the end user 130 may identify that radar transmission loss can be minimized by the selective application of compensation layers applied to both the rear and front sides. In the illustrated example, the front radar compensation layer 245 is applied to the vehicle section substrate 220 before the application of the coating layer 230 and is therefore between the vehicle substrate 220 and the coating layer 230. In such a case, the front radar compensation layer 245 may include a film or other coating applied to the substrate 220 before the application of the conventional coating layer 230. In yet another example, the end user 130 may apply multiple radar compensation layers 150 (i.e., 240 / 245) to various front or rear surfaces of the substrate 220, as needed.

[0038] Nevertheless, in more typical cases, coating 230 is applied to the exterior surface of the newly coated portion of the vehicle, particularly over section 220 (e.g., a panel of the vehicle in front of the radar transceiver). Taking into account the wavelength of the electromagnetic waves, the thickness and relative permittivity of section 220 of vehicle 110 and coating layer 230 on the section of the vehicle can be taken into account to calculate the radar penetration loss at each frequency generated by radar transceiver 210. For example, radar transceiver 210 may have a wavelength of, for example, 24×10 9The vehicle generates and emits electromagnetic waves at frequencies ranging from 24 Hz (24 GHz) to 79 GHz, or in a frequency range such as 76-81 GHz. This frequency range may include higher and / or lower frequencies. When the electromagnetic waves have a frequency of 24 GHz or 79 GHz, the corresponding wavelengths are 12.5 mm and 3.8 mm, respectively. It is known that when the thickness of a layer interacting with an electromagnetic wave is approximately the same as the wavelength of the electromagnetic wave, wave interference effects can be significant, resulting in electromagnetic wave amplitudes that can increase or decrease by various amounts depending on the wavelength. Therefore, if a section of the vehicle has a thickness of approximately 1 mm to 4 mm, which is comparable to the wavelength of a radar signal, 76-81 GHz and 3.9 mm to 3.7 mm, respectively, it is expected that there will be significant wave interference effects from the section of the vehicle.

[0039] Assuming the coating has a thickness in the range of 1 μm to 100 μm and the vehicle section is 1 to 4 mm thick, if the coating has approximately the same relative dielectric constant as the bumper, the effect of the coating on wave interference is less than that of the bumper section. However, if the relative dielectric constants of the coatings are different, e.g., if the difference in relative dielectric constants is greater than 1, e.g., greater than 5, e.g., greater than 10, e.g., greater than 50, the combined wave interference effect of the vehicle section and the coating can be significant and may result in greater or less radar penetration loss than without the coating, depending on the frequency of the electromagnetic wave.

[0040] Similarly, depending on the thickness and dielectric constant of the radar compensation layer 240, as previously described, the radar compensation layer can affect wave interference effects. Combined with wave interference contributions from vehicle sections and coatings, this can affect radar penetration loss, either increased or decreased. Ideally, therefore, radar penetration loss could be calculated for any configuration of radar compensation layers and coatings applied to a vehicle section if the relative dielectric constant and thickness values ​​of each were known. Furthermore, if the thicknesses and relative dielectric constant values ​​of the vehicle section, coatings, and radar compensation layers were known, radar penetration loss could be minimized by adjusting the thickness and dielectric constant of the radar compensation layer. However, in practice, methods for measuring these thickness values ​​accurately enough to enable such a predictive optimization process are generally not known.

[0041] Thus, in practice, it may be feasible to iteratively apply various radar compensation layers with different dielectric constants and / or thickness values ​​until an acceptable amount of radar transmission loss is achieved for the combination of radar compensation layer, vehicle section, and coating. Even if the exact values ​​of the relative dielectric constants and thicknesses for the vehicle section and coating are unknown, by using already known measured radar transmission losses for a range of frequencies, it may be possible to model this scenario and predict an appropriate radar compensation layer (with relative dielectric constant and thickness values) that will enable the combination of radar compensation layer, vehicle section, and coating to comply with radar loss transmission specifications at a particular radar frequency or range of radar frequencies.

[0042] 2A , radar compensation layer 240 (i.e., backer layer) is applied to the rear (i.e., inner surface) of section 220 such that electromagnetic waves pass sequentially through radar compensation layer 240, section 220, and coating 230 (i.e., positioned on the outer surface of vehicle section 220). Because radar compensation layer 240 is applied to the rear / inner side of section 220, any calculation of radar penetration loss for this combination of backer layer, section 220, and coating 230 would need to consider their specific location order relative to transceiver 210. However, when simply applying different radar compensation layers in an iterative manner, the order and positioning are not important, as the goal is to use radar compensation layers to reduce the measured radar penetration loss.

[0043] Alternatively, in FIG. 2B , radar compensation layer 245 (i.e., the front layer) is applied to the front / outside of section 220 so that electromagnetic waves pass through section 220, coating 230, and radar compensation layer 245 in sequence. (Radar compensation layer 245 could alternatively be positioned between the outer surfaces of section 220 but inside coating layer 230, as in FIG. 2D .) Forward-facing radar compensation layer 245 could be the same or different in thickness and / or composition as radar compensation layer 240. Because radar compensation layer 245 is applied to the front side of section 220, any calculation of radar penetration loss for this combination of front layer, section 220, and coating 230 would need to take into account their specific positional order relative to transceiver 210. However, when simply applying different radar compensation layers iteratively, their order and positioning are less important than the final result, which is based on radar penetration loss measured using the radar compensation layer.

[0044] As mentioned above, a single radar compensation layer 240 / 245 may not be sufficient to minimize radar transmission loss through coating 230. In such cases, one or more additional radar compensation layers may be applied to section 220. For example, as illustrated in FIGS. 2C and 2D , one or more radar compensation layers 240a, 240b are applied to back section 220, differing in FIG. 2D by adding another front layer 245 between substrate 220 and coating 230. The added compensation layers 240 / 245 thus change the overall thickness of the combined stack, i.e., the combined thickness of vehicle section 220, in combination with the given thickness of each compensation layer 240(a / b) / 245 and the thickness of coating 230.

[0045] 2C-2D, one or more radar-compensating layers 240a, 240b may be applied to the rear side of section 220 and / or the front side of section 220 and coating 230 to vary the thickness through which the radar signal travels. In accordance with the present disclosure, one or more radar-compensating layers may be applied to both the front and rear sides of section 220. The combination of radar-compensating layers applied to the front and rear sides of section 220 may minimize radar penetration losses in both the direction of transmission of electromagnetic waves and reception of reflected signals.

[0046] As shown in FIGS. 2A-2D, for purposes of this discussion, radar correcting layer 150 is used to refer to all radar correcting layers 150 (e.g., 240, 245) individually or collectively. According to the present disclosure, each radar correcting layer 150 (i.e., 240, 245) may be identical in thickness and / or composition to one another. Alternatively, each radar correcting layer 150 (i.e., 240, 245) may differ in thickness and / or composition from one another. For example, under certain circumstances, a thicker radar correcting layer may perform better than a thinner radar correcting layer, and vice versa. In other cases, multiple radar correcting layers 150 (i.e., 240 and / or 245) may be stacked to achieve various optimizations, as described above. Thus, under various conditions, combinations of radar correcting layers of different thicknesses may be applied in various orders.

[0047] The radar transmission loss threshold can be determined based on radar compliance requirements. If the coating 230's effect on the transmission and reception of electromagnetic waves is less than the threshold, the coating 230 is identified as radar compliant. In such a case, the application of a radar compensation layer 240 is not necessary. However, if the coating 230 is not radar compliant according to a given standard, one or more radar compensation layers 240 can be applied repeatedly to make it radar compliant. If the radar compliance requirement is met after the application of one radar compensation layer 240, the combination of the coating 230 and the radar compensation layer 240 is identified as radar compliant. Otherwise, the combination of the coating 230 and the radar compensation layer 240 is identified as radar non-compliant or as not meeting the radar compliance requirement. In such a case, one or more radar compensation layers 240 may need to be applied repeatedly until the given radar compliance requirement is met.

[0048] According to the present disclosure, if the application of one radar-compensating layer 240 does not render coating 230 radar-compliant, another radar-compensating layer 240 may be applied to replace the previously applied radar-compensating layer 240 so that only one radar-compensating layer 150 (either 240 or 245) is present with coating 230. Alternatively, another radar-compensating layer 240 may be applied to the previously applied radar-compensating layer 240 (i.e., elements 240a, 240b in FIG. 2C ), thereby increasing the overall radar-compensating layer thickness. Both the replacement and additional application methods of one or more radar-compensating layers 150 may be used at any time to render coating 230 radar-compliant.

[0049] In this disclosure, radar penetration loss is a positive value, where a radar penetration loss equal to 0 dB indicates no loss, and a radar penetration loss value greater than 0 dB indicates a reduced radar signal from the radar transceiver. Thus, for example, in a one-way transmission measurement of a radar wave through a coated section of a vehicle, if the radar penetration loss has a value of 5 dB, that is a greater radar penetration loss than if the radar loss in that one-way measurement had a value of 3 dB, or 2 dB, or 1 dB.

[0050] A radar loss specification may indicate the maximum one-way or two-way radar loss at a given frequency to be radar compliant. For example, one radar loss specification may require one-way radar loss of less than 2 dB at 79 GHz. Another radar loss specification may require one-way radar loss of less than 1.5 dB at 76.5 GHz. Yet another radar loss specification may require two-way radar loss of less than 3.5 dB at 77 GHz.

[0051] In this regard, radar transmission loss measurements are used to check whether radar compliance requirements are met. If the coating does not meet the radar compliance requirements, FIGS. 3A and 3B illustrate how the radar transmission loss caused by coating 330 for electromagnetic waves is measured when radar compensating layer 340 is present. Radar compensating layer 340 (in this case, an internally applied layer / backer layer) can be applied to the rear / inner surface of section 320, as illustrated in FIGS. 3A and 3B. However, the location of radar compensating layer 340 is not limited to the rear side of section 320, but can also be on the front / outer surface of section 320 or both.

[0052] The computing device 360 ​​(or 135) may be connected to the radar transceiver 310 such that the computing device 360 ​​can receive measurements from the radar transceiver 310. The computing device 360 ​​may comprise an application or virtual machine, or may be an application installed on a separate, standalone computing system, such as a local or remote computing system connected to the radar transceiver 310 via a local or global network. In particular, the network may be a global area network, including the Internet, a wide area network, or a local area network. Data communication between the radar transceiver 310 and the computing device 360 ​​may utilize NFC, Bluetooth, or other suitable wireless communication protocols.

[0053] The computing devices described herein (e.g., 135, 360) may include several modules, components, and databases that assist in determining whether the combination of radar-compensating layer 340 and coating 330 meets radar compliance requirements.

[0054] 3A, a predetermined object 350 is placed at a preset distance from the radar transceiver 310. The shape of the predetermined object 350 may have any shape that is easily detectable by the radar transceiver 310. The radar transceiver 310 emits electromagnetic waves 312, which are transmitted to the predetermined object 350 through the radar correction layer 340, the section 320, and the coating 330. Based on the preset 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, by the following formula:

number

[0055] The transmitted electromagnetic wave 312 is then reflected from the predetermined object 350, and the reflected electromagnetic wave, or simply the reflected signal 314, is returned to the radar transceiver 310. To reflect the electromagnetic wave 312, the predetermined object 350 may include a component that reflects all or a substantial portion of the transmitted electromagnetic wave 312, or may include a reflective coating on an outer surface. Furthermore, the predetermined object 350 may be positioned along a certain direction to allow the reflected signal 314 to be directed towards the radar transceiver 310.

[0056] Ideally, the time required for the reflected signal 314 to reach the radar transceiver 310 should be equal to the time required for the transmitted electromagnetic wave to reach the predetermined object 350. Therefore, the ideal total travel time from the radar transceiver 310 to the predetermined object 350 and from the predetermined object 350 back to the radar transceiver 310 is twice the required time t, or 2t.

[0057] The radar transceiver 310 measures the actual total travel time from transmitting the electromagnetic wave 312 to receiving the reflected signal 314 and sends the actual total travel time to the computing device 360. In response to receiving the actual total travel time, the 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 exceeds the travel time threshold, the computing device 360 ​​may display an indication that the combination of the radar correction layer 340 and the coating 330 does not meet radar compliance requirements. The travel time threshold may be predetermined taking into account a preset distance between the radar transceiver 310 and a predetermined object 350. In other words, the travel time threshold may be automatically determined by the computing device 360 ​​when an operator of the computing device 360 ​​inputs the preset distance.

[0058] Separately, the radar transceiver 310 may measure the power and / or amplitude of the reflected signal 314. The original power and / or amplitude of the electromagnetic wave 312 and the measured power and / or amplitude of the reflected signal 314 may be sent to the computing device 360. The difference between the original power and / or amplitude of the electromagnetic wave 312 and the measured power and / or amplitude of the reflected signal 314 may be considered a radar penetration loss. A radar penetration loss threshold may be compared to the radar penetration loss. The radar penetration loss threshold may also be predetermined based on a preset distance. If the radar penetration loss is less than the radar penetration loss threshold, the combination of the radar correction layer 340 and the coating 330 is radar-compliant. Otherwise, the combination may be determined to be not radar-compliant.

[0059] Alternatively, the ratio between the original power and / or amplitude of the electromagnetic wave 312 and the measured power and / or amplitude of the reflected signal 314 may be used. The ideal ratio between the original power and the ideally reflected power may be determined by the computing device 360 ​​taking into account a preset distance and a radar-compliant coating. In this case, the ratio may be representative of radar penetration loss. A ratio threshold may be determined by the computing device 360 ​​based on the preset distance. The computing device 360 ​​then calculates the difference between the ideal ratio and the actual ratio and compares the difference with the ratio threshold. If the difference exceeds the ratio threshold, the computing device 360 ​​may notify the user that the combination of the radar-correcting layer 340 and the 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.

[0060] The computing device 360 ​​may consider the total travel time and rate along with the pre-designed distance to make a radar compliance determination. Other environmental factors (e.g., temperature, moisture, etc.) and / or all parameters of the electromagnetic wave 312 and / or reflected signal 314 may also be considered in making a radar compliance determination.

[0061] 3B , a computing device 360 ​​is connected to a radar transceiver 310 and a radar receiver 370. Non-limiting examples of radar measurement devices that may be used in this environment include an RMS-C or RMS-D Radome Measurement System available from Perisens GmbH and an R&S QAR50 Automotive Radome Tester available from Rohde & Schwarz GmbH. In the illustrated configuration, electromagnetic waves 312 emitted by the radar transceiver 310 reach the radar receiver 370, which does not reflect the electromagnetic waves 312 back to the radar transceiver 310. Similar to the predetermined object 350 in FIG. 3A , the radar receiver 370 may be positioned a preset distance from the radar transceiver 310.

[0062] When the electromagnetic wave 312 is emitted, the radar transceiver 310 may send a start time of emission of the electromagnetic wave 312 to the computing device 360. Alternatively, the computing device 360 ​​may send a trigger control signal to the radar transceiver 310 so that the radar transceiver 310 is triggered to emit the electromagnetic wave 312 upon receipt of the trigger control signal. In either case, the computing device 360 ​​has a start time of emission of the electromagnetic wave 312.

[0063] When the electromagnetic wave 312 reaches the radar receiver 370, all measurements by the radar receiver 370 and the time of receipt of the electromagnetic wave 312 are relayed to the computing device 360. The travel time, which is the difference between the time of receipt and the time of initiation, is compared to the ideal one-way travel time calculated according to equation (1) above. In this case, the computing device 360 ​​may use half the travel time threshold used above as a new threshold when two-way travel times are used in making radar compliance determinations. As noted above, parameter values ​​of the electromagnetic wave 312 and other factors, such as environmental factors, may also be used in this configuration when making radar compliance determinations.

[0064] 3A and 3B may be used to determine radar compliance in both the emission and reflection directions of electromagnetic wave 312. For example, a predetermined object 350 and a radar receiver 370 may be positioned in the transmission direction of the electromagnetic wave. Based on measurements by radar receiver 370, computing device 360 ​​may determine whether the combination of coating 330 and radar-correcting layer 340 meets radar compliance requirements in the forward direction.

[0065] Furthermore, based on measurements from both the radar receiver 370 and the radar transceiver 310, the computing device 360 ​​can separate measurements on receiving the reflected signal 314 from measurements on emitting the electromagnetic wave 312. Thus, based on measurements in the receive or reflect direction to the radar transceiver 310, the computing device 360 ​​can determine whether the combination of its coating 330 and radar correcting layer 340 meets radar compliance requirements in the reflect direction.

[0066] If radar compliance requirements are not met, computing device 360 ​​may use artificial intelligence or machine learning or other modeling and / or computational methods to determine or provide a recommendation as to what type or thickness of radar correcting layer 340 may perform better based on measurement data in the environment. Computing device 360 ​​may further provide whether radar correcting layer 340, if applied, may be better on the front or back side of section 320. The artificial intelligence or machine learning may be trained with a training dataset with appropriate labels.

[0067] After applying an additional, different or the same radar-compensating layer 340, a similar process is performed to determine whether the combination of this new, different radar-compensating layer 340 and coating 330 is radar-compliant, where the new radar-compensating layer may be different or the same in size, thickness, and dielectric constant as the previously applied radar-compensating layer.

[0068] After applying one or more radar correction layers 340 and obtaining a determination that the combination meets radar compliance requirements, the temporarily applied one or more radar correction layers 340 may be removed, and one or more radar correction layers having the same configuration as the temporarily applied radar correction layers are permanently applied to the vehicle section 320. The computing device 360 ​​may not be located on the body shop premises, but rather at a remote location or in the cloud. Alternatively, the computing device 360 ​​may not be a standalone computer, but rather a computational service provided by the cloud, such as Software as a Service ("SaaS"), Platform as a Service ("PaaS"), and Infrastructure as a Service ("IaaS").

[0069] As mentioned above, FIGS. 1A-3B illustrate several components, modules, and schematic diagrams as part of a system that provides a workflow in a body shop for ensuring that a new coating meets radar compliance requirements for radar transceivers equipped for ADAS in a vehicle. The present disclosure may also be described with respect to one or more methods for achieving similar results. In this regard, FIGS. 4-6 illustrate various methods for making a new coating radar compliant. The operations and steps illustrated in FIGS. 4-6 are discussed below with reference to the components and modules illustrated in FIGS. 1A-3B.

[0070] For example, FIG. 4 illustrates a method 400 for ensuring that a new color-matched color coating is radar-compliant when applied to a damaged portion of a vehicle. Method 400 may be practiced manually or may be practiced in whole or in part via a computer system that implements one or more storage media with computer-executable instructions for performing a given operation or series of operations. Accordingly, FIG. 4 illustrates that method 400 may include operation 410 of identifying a set of candidate colors from a database to match the vehicle's color. The scanner 120 of FIG. 1A may be utilized in identifying the set of candidate colors by performing spectrophotometric measurements. The spectrophotometric database may be used to identify a list of candidate colors that are substantially close to the spectrophotometric measurements. Operation 410 further includes displaying the set of candidate colors.

[0071] 4 further indicates that method 400 can include operation 420 of receiving a user selection. Operation 420 can include receiving a user selection of a candidate color from the set from a digital device. For example, end user 130 can input one of the displayed color selections shown on digital device 135, and a blending engine (not shown) can then generate and / or mix the blend to be applied to vehicle 110. Digital device 135 can be a computing device of an operator or worker at a body shop.

[0072] For example, FIG. 4 shows that method 400 can include operation 430 of generating a formulation and comparing radar transmission loss, if any, to radar compliance requirements. Operation 430 includes generating a formulation of a selected candidate color to be applied to a vehicle and receiving radar measurements related to radar transmission loss caused by the applied formulation, where the radar transmission loss is compared to the radar compliance requirements. For example, as described above, an end user may refinish an automobile with a user-selected coating and then take measurements to determine that radar transmission through the vehicle and coating stack meets minimum radar loss compliance requirements. After application of the formulation, operation 430 further includes receiving radar measurements related to radar transmission loss caused by the applied formulation. The radar transceiver 210 of Figures 2A-2C or the radar transceiver 310 of Figures 3A and 3B may generate measurement data, and the computing device 360 ​​of Figures 3A and 3B may calculate a radar penetration loss based on the distance between the radar transceiver 310 and a predetermined object 350 or radar receiver 370 of Figures 3A and 3B. The radar penetration loss is compared to radar compliance requirements.

[0073] 4 shows that method 400 can include operation 440 of displaying the results if the radar compliance requirements are met. Operation 440 can include displaying the results of the comparison if the radar penetration loss meets or exceeds the radar compliance requirements. For example, end user 130 can use a radar detector connected to computer system 135 or otherwise obtain measurements from transceiver 210 that provide the radar penetration loss. If the results are acceptable, computer system 135 simply displays a pass of the test. Operation 440 considers when the operational radar penetration loss meets or exceeds the radar compliance requirements, and the results of the comparison are displayed in operation 440.

[0074] 4 further illustrates that method 400 can include operation 450, receiving a new signal with a radar correction layer applied if the radar compliance requirements are not met. Operation 450 includes receiving a new measurement representing a radar loss signal obtained from a section of the vehicle with a radar correction layer applied if the radar penetration loss does not meet the radar compliance requirements, the section including the radar correction layer at a location on the vehicle where the radar transceiver emits electromagnetic waves. For example, FIGS. 2A-2C illustrate several positions of various radar correction layers by an end user 130 on a section 220 of a vehicle 110 where a radar transceiver is located. Generally, the end user 130 can position the radar correction layer 240 / 340 between the radar transceiver 210 and the vehicle section 220, on top of another radar correction layer 240 / 340 in the same section, or on another surface / front of the vehicle section (i.e., a correction layer 245 disposed over the coating stack 230). In operation 450, new measurements are received that represent radar penetration loss from a section of the vehicle to which a radar correction layer has been applied. The section includes a radar correction layer at a location on the vehicle from which the radar transceiver 310 emits electromagnetic waves 312. The location may be in front of or behind the new coating, relative to the section of the vehicle body, as shown in FIGS. 2A-2C. The radar penetration loss may be measured as a decrease in power or amplitude of the reflected signal from the original electromagnetic wave, or may be measured as an increase in travel time from emission of the electromagnetic wave to receipt of the reflected signal.

[0075] 4 further illustrates that method 400 can include operation 460 of determining whether the new set of layers meets the requirements. Operation 460 includes determining whether the combined set of layers, including the radar compensation layer, the section of the vehicle, and the applied formulation, meets the radar compliance requirements. The determination of radar compliance can be made by comparing the radar loss to a threshold value or radar compliance requirements.

[0076] 4 also illustrates that method 400 can include operation 470 of displaying the determination. Operation 470 includes displaying the results of the determination. For example, after a correctly oriented radar correction layer (or layers) is properly positioned and the radar penetration loss of the combined stack of radar correction layer, vehicle layer, and coating is deemed radar compliant, computer system 135 can then display a successful result. If the combined set of layers meets the radar compliance requirements, the combined set of layers can be removed as it was temporary, and the same combined set of layers can be permanently applied in the same location where the temporarily applied combined set of layers was previously applied. Alternatively, a further bonding process can be performed on the temporarily applied set of layers, so that the temporarily applied layer set combination can be permanently bonded in place without removal.

[0077] Further to the foregoing, FIG. 5 illustrates that an additional or alternative method 500 for ensuring that a new coating is radar compliant can include a series of operations for achieving radar compliance in a similar manner. Method 500 can be practiced manually or in whole or in part via a computer system implementing one or more storage media with computer-executable instructions for performing a given operation or series of operations. Thus, FIG. 5 illustrates that method 500 can include operation 510 of receiving a vehicle having a coating applied over a portion of the vehicle where a radar transceiver emits electromagnetic waves, and indicating that the coating does not comply with radar compliance requirements. Operation 510 includes repeatedly applying multiple radar-compensating layers over the vehicle section. For example, FIGS. 2A-2C illustrate that one or more rear-facing radar-compensating layers 240 (or backer 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 backer layer 240 can be applied, while in other cases, radar compliance may not be met unless a set of multiple backer layers stacked on top of each other achieves adequate results. In other cases, end users may also or additionally apply one or more forward-facing radar-compensating layers 245 on top of the vehicle's coating. This, again, may be a single layer or multiple layers, and may be configured as an additional film coating placed over the vehicle's entrance section 220, with this additional film serving the same purpose as the radar-compensating layer due to its radar permittivity and thickness. Determination of radar compliance can be based on measurements by a radar transceiver in the presence of a predetermined object 350, as illustrated in FIG. 3A, or by a radar receiver 370, as illustrated in FIG. 3B.

[0078] FIG. 5 also illustrates that method 500 can include operation 520 of iteratively applying multiple radar compensation layers. Operation 520 includes the step of iteratively applying multiple radar compensation layers over a section of a vehicle. For example, FIGS. 2A-2C illustrate that one or more rear-facing radar compensation layers 240 (or backer 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 backer layer 240 can be applied, while in other cases, radar compliance may not be met unless a set of multiple backer layers stacked on top of each other achieves adequate results. In other cases, an end user may also or additionally apply one or more forward-facing radar compensation layers 245 on top of the vehicle coating. This may again be a single or multiple layer and may be configured as an additional film coating placed over the inlet section 220 of the vehicle, the additional film serving the same purpose as the radar compensation layer due to its radar permittivity and thickness.

[0079] Additionally, FIG. 5 illustrates that method 500 can include operation 530 of identifying when a radar correction layer applied in combination with the vehicle and its coating meets radar compliance requirements. Operation 530 can include selecting an applied radar correction layer such that the coating and radar correction layer, in combination with the vehicle section, comply with radar compliance requirements when the applied radar correction layer changes the measured radar transmission loss through the section. For example, after each application of one or more radar correction layers 240 / 245, user 130 can select an arrangement that minimizes radar transmission loss in the combined stack of radar correction layer 240 / 245, vehicle section 220, and applied coating 230. Multiple radar correction layers (e.g., 240a and 240b in FIG. 2C ) can be applied one by one after removing a previously applied radar correction layer, or can be applied over a previously applied radar correction layer. The iterative application process is performed until a new coating with one or more radar correction layer applications is radar compliant. In other words, the measured radar penetration loss is less than or equal to the threshold value, and the combined layer is therefore deemed to meet radar compliance requirements. Once radar compliance is confirmed, the combined layer may be permanently affixed to the section of the vehicle.

[0080] In addition to the foregoing, FIG. 6 illustrates that a method 600 for rendering a color coating radar-compliant can include one or more series of operations to accomplish the same. Method 600 can be practiced manually or can be practiced in whole or in part via a computer system that implements one or more storage media with computer-executable instructions for performing a given operation or series of operations. Thus, FIG. 6 illustrates that the method of FIG. 6 includes operation 610 of identifying a set of candidate colors from a database to match the vehicle's color. As described for method 400, scanner 120 of FIG. 1A can be used to perform spectrophotometric measurements to identify the set of candidate colors. Operation 610 further includes displaying the set of candidate colors.

[0081] 6 shows that the method 600 can include an act of receiving a user selection of a candidate color from the set 620. The selection can be made through an action on a display of the computing device.

[0082] 6 further illustrates that method 600 may include operations 630 of generating a formula for the selected candidate color, applying the formula to at least a portion of a vehicle, and receiving radar measurements related to radar loss caused by the applied formula. The radar transceiver 210 of FIGS. 2A-2C or the radar transceiver 310 of FIGS. 3A and 3B may generate the measurement data, and the computing device 360 ​​of FIGS. 3A and 3B may calculate the radar penetration loss based on the distance between the radar transceiver 310 and the predetermined object 350 or radar receiver 370 of FIGS. 3A and 3B. The radar penetration loss is compared to radar compliance requirements or a penetration loss threshold.

[0083] If the radar transmission loss exceeds the transmission loss threshold or does not meet radar compliance requirements, FIG. 6 shows that method 600 can include operation 640 of applying a radar correction layer to the section of the vehicle from which the radar transceiver emits electromagnetic waves. As illustrated in FIG. 1B, end user 130 can apply radar correction layer 150. Also, as illustrated in FIGS. 2A-2C, the radar correction layer can be applied to the rear or front side of the new coating on the section of the vehicle.

[0084] FIG. 6 further illustrates that the method 600 may include an operation 650 of determining whether the radar correction layer in combination with the section of the vehicle and the applied formulation meets radar compliance requirements.

[0085] 6 further illustrates that method 600 may include an operation 660 of displaying the results of the determination. Based on the determination, operations 640-660 may be performed iteratively until the radar compensation layer in combination with the section of the vehicle and the applied formulation meets radar compliance requirements.

[0086] Thus, in view of the present specification and claims, it will be understood that the present disclosure can be practiced in a variety of environments, including the range and type of radar correction layer to render a new coating radar compliant. It will further be understood that the present disclosure can be practiced in a wide variety of settings. For example, in addition to the repair analysis of automotive assets described herein, the present disclosure can be applied to defect analysis and repair used on a wide range of assets, including heavy and light industrial vehicles and personal vehicles. The radar correction layer 150 disclosed herein can also be added, measured, and removed in various repair or OEM assembly contexts. For example, in some cases, it may be beneficial to remove a given part (e.g., a bumper fascia), place the bumper fascia in the location outlined in FIGS. 3A-3B with an emitter and a detector on either side, and then iteratively apply one or more different radar correction layers until radar specifications (i.e., acceptably low radar penetration loss), i.e., radar compliance, are achieved. In other cases, this can be accomplished by applying a radar-compensating layer without removing a vehicle section (e.g., a bumper fascia).

[0087] Furthermore, while the present disclosure can be practiced through the use of a computer system (135, 360, etc.) to assist in measuring and displaying radar penetration results or for other predictive functions (e.g., number / placement of layers 150), the present disclosure can also be practiced entirely manually in some cases. For example, a basic environment without the assistance of a computer recommendation function may involve the use of portable or non-portable radar emitters and radar detectors positioned at fixed points around the vehicle section. A user can then iteratively apply a given radar correction layer 150 until they identify a radar correction layer configuration that provides an acceptably low amount of radar penetration loss. Thus, the present disclosure can be practiced in both simplified and complex environments, depending on the type of machinery available to the end user 130, thus enabling the present disclosure to be widely adopted.

[0088] In particular, the present disclosure can be practiced in more traditional indoor facilities, such as vehicle body shops. The present disclosure (particularly the principles of artificial intelligence) can further be used to identify not only specific colors but even color qualities in color matching, such as may be used in automotive and residential coatings. Furthermore, the present disclosure can be used to suggest radar-compensating layers that can make new coatings radar-compliant. Thus, it will be appreciated that the principles of the present disclosure are applicable not only to identifying candidate colors, but also to measuring radar penetration loss and making one or more radar-compensating layers applied to new coatings radar-compliant.

[0089] The present disclosure may comprise or utilize special-purpose or general-purpose computer systems including, for example, computer hardware such as one or more processors and system memory, as discussed in more detail below. The scope of the present disclosure also includes physical media and other computer-readable media for carrying or storing computer-executable instructions and / or data structures. Such computer-readable media may be any available media that is accessible 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 disclosure can include at least two distinctly different types of computer-readable media: computer storage media and transmission media.

[0090] A computer storage medium is a physical storage medium that stores computer-executable instructions and / or data structures. Physical storage media includes 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 device(s) 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 perform the disclosed functions of the present disclosure.

[0091] A transmission medium can be used to carry program code in the form of computer-executable instructions or data structures and can include networks and / or data links accessible by a general-purpose or special-purpose computer system. A "network" is defined as one or more data links that enable the transmission of electronic data between computer systems and / or modules and / or other electronic devices. When information is transmitted or provided to a computer system over a network or another communications connection (either wired, wireless, or a combination of wired and wireless), the computer system can view the connection as a transmission medium. Combinations of the above should also be included within the scope of computer-readable media.

[0092] Furthermore, upon reaching the various computer system components, program code in the form of computer-executable instructions or data structures may be automatically transferred from transmission media to computer storage media (or vice versa). For example, computer-executable instructions or data structures received over a network or data link may be buffered in RAM within a network interface module (e.g., a "NIC") and then eventually transferred to the computer system's RAM and / or to less volatile computer storage media within the computer system. Thus, it should be understood that computer storage media may be included in computer system components that also (or primarily) utilize transmission media.

[0093] Computer-executable instructions comprise, for example, instructions and data that, when executed on one or more processors, cause a general-purpose computer system, special-purpose computer system, or special-purpose processing device to perform a certain function or group of functions. Computer-executable instructions may be, for example, binaries, intermediate format instructions such as assembly language, or even source code.

[0094] Those skilled in the art will appreciate that the present disclosure may be practiced in networked computing environments having many types of computer system configurations, including personal computers, desktop computers, laptop computers, message processors, handheld devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, network PCs, minicomputers, mainframe computers, cellular phones, PDAs, tablets, pagers, routers, switches, etc. The present disclosure may also be practiced in distributed system environments where tasks are performed by both local and remote computer systems that are linked through a network (either by wired data links, wireless data links, or a combination of wired and wireless data links). Thus, in a distributed system environment, a computer system may include multiple component computer systems. In a distributed system environment, program modules may be located in both local and remote memory storage devices.

[0095] Those skilled in the art will also understand that the present disclosure may be practiced in a cloud computing environment. A cloud computing environment may be distributed, but this is not required. When distributed, a cloud computing environment may be distributed across countries within an organization and / or may have components owned across multiple organizations. For purposes of this specification and the claims that follow, "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, applications, and services). The definition of "cloud computing" is not limited to any of the many other benefits that derive from such a model when properly deployed.

[0096] Cloud computing models can consist of various characteristics such as on-demand self-service, pervasive network access, resource pooling, rapid elasticity, measured service, etc. Cloud computing models can be offered 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.

[0097] A cloud computing environment or platform may comprise a system including one or more hosts, each capable of running one or more virtual machines. During operation, the virtual machines emulate a working computing system that supports an operating system and possibly one or more other applications as well. Each host may include a hypervisor that emulates the virtual machine's virtual resources using physical resources abstracted from the virtual machine's view. The hypervisor also provides appropriate isolation between the virtual machines. Thus, the hypervisor allows any given virtual machine to appear to that machine as if it were interfacing with physical resources, even though the virtual machine is interfacing with, e.g., virtual resources, represented as physical resources. Examples of physical resources include processing power, memory, disk space, network bandwidth, media drives, etc.

[0098] In view of the foregoing, the present disclosure may be embodied in a number of different configurations, including additional or alternative configurations thereof. For example, at least one configuration may include a computer-implemented method for minimizing radar loss through an applied coating, the method including the steps of iteratively applying one or more radar correction layers to a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, the coating and the vehicle section, in combination, not complying with radar compliance requirements; and selecting a radar correction layer from the one or more radar correction layers, the selected radar correction layer, when applied over the section, changing the measured radar penetration loss through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, comply with the radar compliance requirements. In an additional or alternative configuration, the computer-implemented method may further include removing the section of the vehicle and positioning a radar emitter and a radar receiver on either side of the section; and measuring the change in measured radar penetration loss after each application of an additional radar correction layer.

[0099] In an additional or alternative configuration, the computer-implemented method may further include identifying a set of candidate colors from the database to match the color of the vehicle and displaying the set of candidate colors; receiving from the digital device a user selection of the candidate color from the set; generating a formula for the selected candidate color that is applied to the vehicle and receiving radar measurements related to radar penetration loss on the vehicle caused by the applied formula, wherein the radar penetration loss is compared to radar compliance requirements and (i) if the radar penetration loss meets or exceeds the radar compliance requirements, displaying the results of the comparison, or (ii) if the radar penetration loss does not meet the radar compliance requirements, receiving new measurements representing radar loss signals 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 from which the radar transceiver emits electromagnetic waves; determining whether the combined set of layers, including the selected radar correction layer, the section of the vehicle, and the applied formula, meets the radar compliance requirements; and displaying the results of the determination.

[0100] In an additional or alternative configuration, the computer-implemented method may further include displaying an indication if any of the candidate formulations are not optimized for radar compliance. In an additional or alternative configuration, the selected radar correction layer includes multiple radar correction layers attached to one or both of the interior surface of the vehicle section and / or the exterior surface of the vehicle section, and in an additional or alternative configuration, when the radar penetration loss does not meet the radar compliance requirements, the method further includes receiving new radar measurements corresponding to the application of a different radar correction layer and determining whether the different radar correction layer in combination with the applied formulation and vehicle section meets the radar compliance requirements, the determination indicating the transmittance of electromagnetic waves through the different radar correction layer, the vehicle section, and the applied formulation. In an additional or alternative configuration, receiving new radar measurements further includes receiving a plurality of different radar measurements, each radar measurement in the plurality corresponding to a different radar correction layer of a different thickness added to the applied formulation and vehicle section.

[0101] In an additional or alternative configuration, receiving new radar measurements further includes receiving a plurality of different radar measurements, each different radar measurement corresponding to a different one of the radar correction layers. In an additional or alternative configuration, at least one radar correction layer further differs from another radar correction layer in at least its dielectric constant. In an additional or alternative configuration, at least one radar correction layer further differs from another radar correction layer in its dielectric constant by a value of at least 1.0. In an additional or alternative configuration, 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 an additional or alternative configuration, the computer-implemented method may further include selecting one or more radar correction layers from the repeatedly applied radar correction layers based on the measured transmission loss. In an additional or alternative configuration, the computer-implemented method may further include permanently applying one or more radar correction layers over the section. In an additional or alternative configuration, radar measurements are obtained from an isolated section of the vehicle, with the radar emitter and radar receiver on opposite sides of the section of the vehicle.

[0102] In an additional or alternative configuration, the radar compensation layer is a film or wrap. In an additional or alternative configuration, the radar compensation layer is applied between the applied generated coating and the radar transceiver. In an additional or alternative configuration, the radar compensation layer is applied to an outer surface of the applied generated coating. In an additional or alternative configuration, the candidate colors are based on spectrophotometric measurements of the vehicle. In an additional or alternative configuration, the candidate colors are based on a vehicle identification number (VIN), make / model, or manufacturer paint code.

[0103] Further to the foregoing, additional or alternative configurations of the present disclosure may include a computer-implemented method for minimizing radar loss with an applied coating, the method may include the steps of receiving a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, the coated section not complying with radar compliance requirements; iteratively applying a plurality of radar correction layers to the vehicle over the coated section; and selecting the applied radar correction layers such that when the applied radar correction layers change the measured radar transmission loss through the coated section, the coating and radar correction layers, in combination with the coated section of the vehicle, comply with the radar compliance requirements; in an additional or alternative configuration, multiple radar correction layers are applied over another radar correction layer to create a combined layer, the combined layer combined with the applied coating causing the coating, vehicle section, and combined layer to comply with the radar compliance requirements.

[0104] In a further or alternative configuration, each radar correction layer is applied as a replacement for a previously applied radar correction layer, and each applied radar correction layer is measured in combination with the applied coating and the coated section of the vehicle for radar compliance. In a further or alternative configuration, each of the repeatedly applied radar correction layers is a backer layer intended to be positioned on the interior surface of the coated section of the vehicle and in front of a radar transceiver. In a further or alternative configuration, each of the repeatedly applied radar correction layers is a front layer intended to be positioned on the exterior surface of the vehicle and in front of a radar transceiver. In a further or alternative configuration, each radar correction layer has a different thickness from another radar correction layer. In a further or alternative configuration, at least one of the radar correction layers includes a film or wrap. In a further or alternative configuration, the applied coating includes a base coat and a clear coat. In a further or alternative configuration, radar measurements are obtained from the section of the vehicle with a radar emitter and a radar receiver positioned on opposite sides of the section of the vehicle.

[0105] Yet another additional or alternative configuration of the present disclosure is a system having a memory, a processor, and one or more non-transitory computer readable media containing one or more programs stored thereon, the one or more programs, when executed by a computer, causing the computer to: identify a set of candidate colors from a database to match a color of a vehicle and display the set of candidate colors; receive from a digital device a user selection of a candidate color from the set; generate a formula for the selected candidate color to be applied to the vehicle; and receive radar measurements related to radar penetration loss caused by the applied formula, wherein the radar penetration loss is determined by a radar the radar compensation layer is applied to the vehicle at a location on the vehicle where the radar transceiver emits electromagnetic waves; and the system performs the steps of: (i) comparing the radar penetration loss measured value to a radar compliance requirement; (i) if the radar penetration loss meets or exceeds the radar compliance requirement, displaying the results of the comparison; or (ii) if the radar penetration loss does not meet the radar compliance requirement, receiving new measurements representing a radar loss signal obtained from a section of the vehicle to which a radar compensation layer has been applied, the section including the radar compensation layer at a location on the vehicle where the radar transceiver emits electromagnetic waves; determining whether the combined set of layers including the selected radar compensation layer, the section of the vehicle, and the applied formulation meets the radar compliance requirement; and displaying the results of the determination.

[0106] Still yet further, another additional or alternative configuration of the present disclosure may include a method of minimizing radar loss through an applied coating, the method including the steps of: iteratively applying, by a user, one or more radar compensation layers over a section of a vehicle from which a radar transceiver emits electromagnetic waves, with the coating applied over the section, wherein the combination of the applied coating and the section of the vehicle, a, does not comply with radar compliance requirements; and determining after application of each iteratively applied radar compensation layer whether the applied radar compensation layer changes the measured radar transmission loss through the section such that the coating and selected radar compensation layer, in combination with the section of the vehicle, complies with the radar compliance requirements.

[0107] Yet another additional or alternative configuration of the present disclosure may include a method of minimizing radar loss with an applied coating, the method including determining that a 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 section; and determining that the measured radar transmission loss changes when the initial radar correction layer is applied over the section. In an additional or alternative configuration, the measured radar transmission loss of the combination of the coating, the initial radar correction layer, and the vehicle section complies with the radar compliance requirements. In an additional or alternative configuration, applying the radar correction layer further includes determining that the measured radar transmission loss remains non-compliant with the radar compliance requirements; iteratively applying one or more additional radar correction layers to the vehicle section; determining a new measurement of radar transmission loss across the vehicle section for each additional radar correction layer applied; and completing the application of the one or more additional radar correction layers upon determining that the vehicle section with all applied radar correction layers meets the radar compliance requirements.

[0108] Although the present 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 and the order of acts described. Rather, the described features and acts are disclosed as exemplary forms of implementing the claims.

Claims

1. 1. A computer-implemented method for minimizing radar loss with an applied coating, comprising: repeatedly applying one or more radar correction layers to a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, wherein the coating and vehicle section, in combination, do not comply with radar compliance requirements; selecting a radar correction layer from the one or more radar correction layers, wherein the selected radar correction layer, when applied over the section, changes the radar penetration loss measured through the section such that the coating and the selected radar correction layer, in combination with the section of the vehicle, comply with the radar compliance requirements.

2. removing the section of the vehicle and positioning a radar emitter and a radar receiver on either side of the section; 10. The computer-implemented method of claim 1, further comprising: measuring a change in the measured radar transmission loss each time an additional radar correction layer is applied.

3. 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 candidate colors from the set; generating a formula of the selected candidate color to be applied to the vehicle and receiving radar measurements related to radar penetration loss on the vehicle due to the applied formula, the radar penetration loss being compared to the radar compliance requirements; (i) if the radar penetration loss meets or exceeds the radar compliance requirement, displaying the result of the comparison; or (ii) if the radar penetration loss does not meet the radar compliance requirement, receiving new measurements representing radar loss signals 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 from which the radar transceiver emits 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 requirements; A computer-implemented method according to any one of the preceding claims, further comprising the step of: displaying the results of said determining.

4. The computer-implemented method of claim 3 , further comprising displaying an indication if any of the candidate color formulations is not optimized for radar compliance.

5. 10. A computer-implemented method according to 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 inner surface of the vehicle section and / or an outer surface of the vehicle section.

6. When the radar penetration loss does not meet the radar compliance requirements, the method further comprises: receiving new radar measurements corresponding to the application of a different radar correction layer; and determining whether the different radar-compensating layer in combination with the applied formulation and vehicle section meets the radar compliance requirements, the determination being indicative of a transmittance of the electromagnetic waves through the different radar-compensating layer, the vehicle section, and the applied formulation.

7. receiving a new radar measurement; receiving a plurality of different radar measurements; 7. The computer-implemented method of claim 6, wherein each radar measurement of the plurality corresponds to a different radar correction layer of a different thickness added to the applied formulation and vehicle section.

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

9. 9. The computer-implemented method of claim 6, wherein at least one radar correction layer further differs from another radar correction layer in at least its dielectric constant.

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

0.

11. at least one radar compensation layer has a permittivity value of at least 4; 11. The computer-implemented method of claim 6, wherein the further radar correction layer has a permittivity value in the range of 2.0 to 3.

0.

12. 10. A computer-implemented method according to any one of the preceding claims, further comprising selecting one or more radar correction layers from among the iteratively applied radar correction layers based on the measured transmission loss.

13. 10. A computer-implemented method according to any one of the preceding claims, further comprising permanently applying the one or more radar-correcting layers over the section.

14. 14. A computer-implemented method according to any one of claims 3 to 13, wherein the radar measurements are obtained from the section of the vehicle in isolation, with a radar emitter and a radar receiver on either side of the section of the vehicle.

15. 10. A computer-implemented method according to any one of the preceding claims, wherein the radar correcting layer is a film or a wrap.

16. 10. A computer-implemented method according to any one of the preceding claims, wherein the radar correction layer is applied between the applied produced coating and the radar transceiver.

17. 10. A computer-implemented method according to any one of the preceding claims, wherein the radar-correcting layer is applied to an outer surface of the applied produced coating.

18. 10. A computer-implemented method according to any one of the preceding claims, wherein the candidate colours are based on spectrophotometric measurements of the vehicle.

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

20. 1. A computer-implemented method for minimizing radar loss with an applied coating, comprising: receiving a vehicle having a coating applied over a section from which a radar transceiver emits electromagnetic waves, the coated section not complying with radar compliance requirements; repeatedly applying a plurality of radar-compensating layers to the vehicle over the coated section; selecting an applied radar correction layer such that the coating and radar correction layer, in combination with the coated section of the vehicle, comply with the radar compliance requirements when the applied radar correction layer changes a radar transmission loss measured through the coated section.

21. Multiple radar correction layers are applied over another radar correction layer to create a combination layer; 21. The computer-implemented method of claim 20, wherein the combined layer in combination with the applied coating causes the coating, the vehicle section, and the combined layer to comply with the radar compliance requirements.

22. Each radar correction layer is applied as a replacement for a previously applied radar correction layer; 22. A computer-implemented method according to any preceding claim 20 or 21, wherein each applied radar-correcting layer is measured in combination with the applied coating and the coated section of the vehicle for radar compliance.

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

24. 23. A computer-implemented method according to any one of the preceding claims 20 to 22, wherein each of the repeatedly applied radar correction layers is a front layer intended to be positioned on an outer surface of the vehicle and in front of the radar transceiver.

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

26. 26. A computer-implemented method according to any one of the preceding claims 20 to 25, wherein at least one of the radar correcting layers comprises a film or a wrap.

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

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

29. 1. A system having a memory, a processor, and one or more non-transitory computer-readable media containing one or more programs stored thereon, the one or more programs, when executed by a computer, causing 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 candidate colors from the set; generating a formula of the selected candidate color to be applied to the vehicle and receiving radar measurements related to radar penetration loss resulting from the applied formula, the radar penetration loss being compared to the radar compliance requirements; (i) if the radar penetration loss meets or exceeds the radar compliance requirement, displaying the result of the comparison; or (ii) if the radar penetration loss does not meet the radar compliance requirement, receiving new measurements 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 from which the radar transceiver emits 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 requirements; and displaying the result of said determination.

30. 1. A method for minimizing radar loss by an applied coating, comprising: applying, by a user, one or more radar compensation layers repeatedly over a section of the vehicle from which a radar transceiver emits electromagnetic waves, the coating being applied over the section, wherein the combination of the applied coating and the section of the vehicle does not comply with radar compliance requirements; and after application of each repeatedly applied radar compensation layer, determining whether the applied radar correction layer, in combination with the section of the vehicle, changes the measured radar transmission loss through the section such that the coating and the selected radar correction layer comply with the radar compliance requirements.

31. 1. A method for minimizing radar loss by an applied coating, 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 compensation layer to the vehicle section; and determining that a measured radar transmission loss changes when the initial radar correction layer is applied over the section.

32. 32. The method of claim 31 , wherein a measured radar transmission loss of the combination of the coating, the initial radar correction layer, and the section of the vehicle complies with the radar compliance requirements.

33. applying the radar correction layer determining that the measured radar penetration loss remains non-compliant with the radar compliance requirements; iteratively applying one or more additional radar-compensating layers to the vehicle section; determining a new measurement of radar penetration loss across the vehicle section for each additional radar correction layer applied; and completing application of the one or more additional radar correction layers upon determining that the vehicle section with all radar correction layers applied meets the radar compliance requirements.

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