WO2024218617A1 - Process for the identification and repair of structural damage in crashed motor vehicles - Google Patents

Abstract

The process for the identification and repair of structural damage in crashed motor vehicles comprises a phase of repairing a crashed motor vehicle (V) and a phase of analyzing the position of a plurality of auxiliary reference points (P) placed where an overbody (O) of the motor vehicle (V) is located, the analyzing being carried out with the motor vehicle (V) on the ground prior to repairing and comprising the following steps: - detecting the position of the auxiliary reference points (P); and - comparing the position of each auxiliary reference point (P) with a respective predetermined position on the overbody (O); where the repairing is carried out when the position of the auxiliary reference points (P) is substantially different from the respective predetermined positions and is not carried out when the position of the auxiliary reference points (P) is substantially corresponding to the respective predetermined positions.

Description

PROCESS FOR THE IDENTIFICATION AND REPAIR OF STRUCTURAL DAMAGE IN CRASHED MOTOR VEHICLES

Technical Field

The present invention relates to a process for the identification and repair of structural damage in crashed motor vehicles.

Background Art

As is well known, the chassis of modem motor vehicles is constructed in such a way as to absorb some of the energy produced by the shocks to which the vehicle is subjected.

Precisely, the geometry and structure of the chassis define special areas, called “absorption zones”, specially designed to deform and crush during an accident to safeguard, precisely by virtue of their compression, the health of the vehicle’s passengers.

In order to ensure that the chassis continues to perform this protective function even following an accident, however, it is essential to verify that some of its specific reference points are in definite locations; otherwise, in the circumstance, i.e., in which the impact had caused significant displacement of these reference points, the chassis must necessarily undergo appropriate repair work aimed at restoring the correct location of its reference points.

In this regard, processes are known in the state of the art aimed at detecting the location of the reference points of a crashed motor vehicle and at repairing it so as to restore the reference points to their original location.

Specifically, the processes in question involve, first of all, transporting the motor vehicle to the garage/body shop and then lifting it off the ground by means of a lifting device.

At this point, one or more operators prepare the motor vehicle by removing guards, plastic covers, doors and possibly wheels so as to facilitate access to its reference points.

Having done so, the operators perform the actual measurement of the reference points, checking for deviation thereof from the correct position, return the motor vehicle to the ground or to a jig bench and carry out any repairs thereof. The working methodology just described is, however, flawed by several drawbacks.

As a first step, it is particularly time-consuming since, in addition to requiring the transport of the motor vehicle to the garage/body shop, it requires lifting the same as well as removing many of its parts and components (consider, in this regard, that the removal of each door alone takes approximately one hour).

This fact leads, as a direct consequence, to a significant decrease in the ability to manage the workflow on the garage and, therefore, to the creation of long queues that further increase the already high waiting times.

It should, moreover, be considered that the global insurance market nowadays imposes very stringent timelines on garages/body shops to make an estimate of the cost of damages sustained by the crashed motor vehicle.

In this sense, the frequent overshooting of these timelines, which is entirely common with known processes, often results in motor vehicles being directly scrapped, i.e., without first estimating the actual extent of the damage incurred, with obvious and considerable waste of economic resources.

In addition, the known processes are particularly expensive to perform due to the high labor required to remove the aforementioned components and to lift/lower the motor vehicle, ending up being a major expense for the motor vehicle owner. Last but not least, the known processes are marked by significant executive complexities that, not infrequently, result in unintentional damage to the covering parts removed from the motor vehicle by the manpower in charge.

Description of the Invention

The main aim of the present invention is to devise a process for the identification and repair of structural damage in crashed motor vehicles which enables the amount and extent of damage suffered by a motor vehicle to be identified quickly, intuitively and effectively.

One object of the present invention is to devise a process for the identification and repair of structural damage in crashed motor vehicles which allows cutting down the cost and time required to date for the identification of the damage sustained by the motor vehicle compared with the prior art mentioned above. A further object of the present invention is to devise a process for the identification and repair of structural damage in crashed motor vehicles which is simple and intuitive to implement and, by virtue of these features, reduces the likelihood of unintentional damage to the motor vehicle by the personnel in charge.

Another object of the present invention is to devise a process for the identification and repair of structural damage in crashed motor vehicles which can overcome the aforementioned drawbacks of the prior art within the framework of a simple, rational, easy and effective to use as well as inexpensive solution.

The aforementioned objects are achieved by this process for the identification and repair of structural damage in crashed motor vehicles having the characteristics of claim 1.

The aforementioned objects are achieved by this system for the identification and repair of structural damage in crashed motor vehicles having the characteristics of claim 8.

Brief Description of the Drawings

Other characteristics and advantages of the present invention will become more apparent from the description of a preferred, but not exclusive, embodiment of a process for the identification and repair of structural damage in crashed motor vehicles, illustrated by way of an indicative, yet non-limiting example, in the accompanying tables of drawings in which:

Figure 1 is an axonometric view of the system according to the invention;

Figure 2 shows the step of detecting the process according to the invention; Figure 3 shows the step of verifying the process according to the invention; Figure 4 shows the step of acquiring the process according to the invention. Embodiments of the Invention

With particular reference to these figures, reference numeral 1 globally denotes a system for the identification and repair of structural damage in crashed motor vehicles.

As will be discussed more extensively below, the system 1 can be used, e.g., to implement the process for the identification and repair of structural damage in crashed motor vehicles according to the invention.

In this regard, it should be noted that the system 1 and the process find application in the field of motor vehicle repair, where the term “motor vehicle” should not necessarily be considered limited to automobiles or other four-wheeled vehicles alone, but rather encompasses all types of motor vehicles that, while circulating on the road, may be subject to accidents that require repair in specialized body shops; by way of example only and without any limitation, the term “motor vehicle” used in this disclosure also comprises motorcycles, trucks and vans.

The process for the identification and repair of structural damage in crashed motor vehicles comprises at least the phase of repairing at least one crashed motor vehicle V.

In turn, the phase of repairing comprises at least the following steps: raising at least one crashed motor vehicle V from the ground; measuring a plurality of reference points placed where an underbody of the motor vehicle V is located; straightening a chassis of the motor vehicle V; lowering the motor vehicle V to the ground.

It is specified, in this regard, that the expression “reference points” means a plurality of characteristic points of the chassis of a motor vehicle, the spatial location of which is of fundamental importance to ensure that the chassis itself can absorb to a good extent the energy produced by at least one impact to which the vehicle is subjected.

The lifting and/or lowering steps of the motor vehicle V are carried out with an appropriate lifting device, e.g. of the type of a column lift, scissor lift or other types known to the expert in the field.

Conveniently, the straightening step is carried out by means of straightening means, not shown in the figures, adapted to bring the chassis of the motor vehicle V back on axis.

For example, the straightening/repair means may comprise one or more pulling arms and/or a plurality of attachment elements (e.g., clamps and/or anchoring points) adapted to grasp the damaged chassis of the crashed motor vehicle, attaching thereto to enable it to be firmly restrained and, thus, restored to its original shape thanks to the pulling force impressed thereon by the pulling arm. In combination with or as an alternative to the step of straightening, the phase of repairing may comprise a step of removing the damaged parts of the motor vehicle V and a step of replacing the latter with new spare parts, for the placement of which in tolerance measure special jigs/clamps on a plurality of fixing points may be employed.

According to the invention, the process comprises at least one phase of analyzing the position of a plurality of auxiliary reference points P placed where an overbody O of the motor vehicle V is located, the step of analyzing being carried out with the motor vehicle V on the ground prior to the phase of repairing.

In this regard, it should be noted that the term “overbody” identifies all those portions belonging to the body or associated therewith which are in positions accessible to the motor vehicle on the ground.

In particular, the auxiliary reference points P are preferably placed where respective structural portions of the motor vehicle V are located which are associated with the chassis.

The information obtained on the position of the auxiliary reference points P, therefore, allows for reliable and timely determination of whether the chassis has suffered major damage requiring repair.

More precisely, the auxiliary reference points P are conveniently located where at least one of: at least one engine compartment EC of the motor vehicle V, at least one sensor S of the motor vehicle V and at least one hinge of at least one door D of the motor vehicle V is located.

As anticipated, access to these locations is very easy for the personnel in charge who, therefore, do not need to lift the motor vehicle V in order to carry out the measurement of the aforementioned auxiliary reference points P.

In detail, the phase of analyzing comprises at least the following steps: detecting the position of the auxiliary reference points P (shown illustratively in Figure 2); and comparing the position of each auxiliary reference point P with a respective predetermined position on the overbody O.

The predetermined positions correspond, in particular, to the correct locations of the auxiliary reference points P, i.e., the locations where they must be placed in order for the chassis to adequately perform its own protective function in the event of an accident.

In this sense, the predetermined positions can be provided to the personnel in charge directly from the car manufacturers, thus ensuring the reliability and accuracy thereof

According to the invention, the phase of repairing is carried out when the position of the auxiliary reference points P is substantially different from their respective predetermined positions and is not carried out when the position of the auxiliary reference points P is substantially corresponding to their respective predetermined positions.

Importantly, this fact makes it possible to achieve significant benefits by solving the problems of the state of the art previously complained of.

In fact, the fact of analyzing the location of the auxiliary reference points makes it possible to preliminarily determine whether the chassis of the motor vehicle V is damaged to the extent that it requires repair (and, therefore, to implement the phase of repairing), or whether, on the contrary, the damage suffered by the motor vehicle V does not require that the chassis be repaired (and, therefore, that the phase of repairing be implemented).

Since, therefore, it is not necessary to lift the motor vehicle V, the phase of analyzing allows the process of identifying and estimating the damage suffered by the motor vehicle itself to be significantly accelerated, while also lowering the associated costs.

In this way, it is possible to quickly establish a cost estimate for the repair of the motor vehicle V and thus prevent it from being directly scrapped.

In addition to this, the personnel in charge should not perform any work on the motor vehicle V in case of matching the auxiliary reference points P with the predetermined positions, thus lowering the probability of unintentional damage to the coverings of the motor vehicle V. That being said, it is specified that some of the predetermined positions are where at least one sensor S of the motor vehicle V is located and identify a common plane of lying G.

In this regard, the term “sensor” specifically refers to the face visible from the outside (see Figures 3 and 4 in this regard) of the position sensors typically employed on modem motor vehicles and usually arranged at their bumpers.

Advantageously, the fact of detecting comprises at least one step of verifying the belonging of the corresponding auxiliary reference points P to the plane of lying G.

One must, in fact, keep in mind that the sensors S are components of the motor vehicle V which are particularly sensitive to impacts and the proper functionality of which can, therefore, be altered in the face of even minor impacts.

In this sense, the sensors S must be checked with special care following an accident in order to ensure their smooth operation.

The belonging of the corresponding auxiliary reference points P to the plane of lying G makes it possible, therefore, to establish that the sensor S has not suffered such major damage as to impair its regular operation; conversely, in case it is found that the corresponding auxiliary reference points P do not belong to the plane of lying G, it is then necessary to restore the correct position of the sensor S, so that it can carry out its operation properly.

In detail, as illustrated by way of example in Figure 4, the fact of verifying comprises at least one step of acquiring a plurality of first auxiliary reference points Pl on the sensor S and a plurality of second auxiliary reference points P2 in an area A surrounding the sensor S.

Going into more detail: at least one of the first auxiliary reference points Pl is misaligned from the other first auxiliary reference points Pl; and/or at least one of the second auxiliary reference points P2 is misaligned from the other second auxiliary reference points P2.

Preferably, at least one of the first auxiliary reference points Pl is misaligned from the other first auxiliary reference points Pl and, at the same time, at least one of the second auxiliary reference points P2 is misaligned from the other second auxiliary reference points P2.

In more detail, each of the first auxiliary reference points Pl and of the second auxiliary reference points P2 comprises three auxiliary reference points.

In other words, the first auxiliary reference points Pl and the second auxiliary reference points P2 delineate respective triangles, the first ones in the sensor S, the second ones in the area A surrounding the sensor S.

By triangulating the position of the sensor S in this way, it is, therefore, possible to determine with high accuracy and ease whether it is deviated even slightly from the correct position and whether, therefore, it requires to be returned to its original location with subsequent repair work.

That said, different ways of carrying out the step of acquiring cannot be ruled out. For example, the possibility of acquiring a different number of first auxiliary reference points P 1 and/or of second auxiliary reference points P2, such as four or more, cannot be ruled out.

In the same way, the possibility cannot also be ruled out that the first auxiliary reference points Pl and/or the second auxiliary reference points P2 may be substantially aligned with each other.

Still, the possibility cannot be ruled out of assessing whether the position of the sensor S may be deviated from the original position by measuring a single auxiliary reference point P arranged where the sensor itself is located.

Although this acquisition does not allow for the identification of any plane of lying G, it nevertheless allows for the rapid determination of any damage suffered by the sensor S, thus proving to be particularly convenient.

Regardless of this, it is at this point clear how the process according to the invention makes it possible to identify with remarkable speed and efficiency whether the motor vehicle V has suffered damage, even minor damage, without the need to lift it off the ground.

In other words, such identification does not require any direct intervention in the garage/body shop and can, therefore, be carried out directly at the scene of the accident by means of a special system carried on site. In this sense, the present invention also relates to a system 1 for the identification and repair of structural damage in crashed motor vehicles, illustrated by way of example in Figure 1.

In this regard, the system 1 comprises, first of all, at least one measuring device 2 adapted to detect the position of a plurality of auxiliary reference points P placed where an overbody O is located of a crashed motor vehicle V placed on the ground.

In this case, the measuring device 2 comprises at least one supporting base 3 for resting on the ground and at least one measuring arm 4 associated with the supporting base 3 in a movable maimer.

In more detail, the measuring arm 4 is associated in a rotatable manner with the supporting base 3, e.g. by providing special joints positioned between the two. Conveniently, the measuring device 2 comprises movement means 5 onto the ground associated with the supporting base 3.

The movement means 5 comprise, in turn, a plurality of wheels 5 a or of functionally similar bodies that enable the transportation of the measuring device 2.

In this sense, the fact of providing movement means 5 associated with the supporting base 3 enables the use of the measuring device 2 with particular profit, thus allowing, in particular, the easy and intuitive movement thereof for the acquisition of the auxiliary reference points P.

As visible in Figure 1, the measuring arm 4 conveniently comprises a plurality of rigid bodies 4a having an elongated conformation and mutually connected where their own ends are located.

Each rigid body 4a is associated in a rotatable manner with adjacent rigid bodies 4a, such as by means of the interposition of special joints.

Again, the measuring arm 4 preferably comprises at least one distal end 4b adapted to be placed in contact with the auxiliary reference points P.

In accordance with a first embodiment visible in Figures 1-3, the distal end has a substantially rounded conformation.

Such a conformation of the distal end 4b proves to be particularly effective in performing the acquisition step with high accuracy, thus allowing the personnel in charge to accurately determine whether the position of the sensor S differs even slightly from the correct one.

Alternatively, in accordance with a second embodiment not shown in the figures, the distal end 4b has a pointed/conical conformation.

This makes it possible to employ the distal end 4b to determine whether the sensor S is deviated from the respective predetermined position through the measurement of a single auxiliary reference point P arranged where the sensor itself is located.

As previously described, this verification mode makes it possible to assess rather quickly whether the sensor S has been damaged and whether, therefore, repair measures aimed at restoring the proper functionality thereof are necessary.

Regardless of its shape, the distal end 4b is, therefore, deputed to acquire the measurements that, when processed, allow the state of the crashed motor vehicle V to be determined.

In this regard, the system 1 comprises at least one electronic unit 6 connected to the measuring device 2 and programmed with a plurality of predetermined positions of the auxiliary reference points P on the overbody O.

Specifically, the electronic unit 6 is configured to: compare the position of the auxiliary reference points P with the respective predetermined positions; and to return a first/second result depending on whether the position of each of the auxiliary reference points P is substantially different/corresponding from/to the respective predetermined position and whether the chassis of the motor vehicle V should/should not be repaired.

As anticipated, the predetermined positions can be directly provided by the car manufacturers and then uploaded into the electronic unit 6; in this way, the personnel in charge are assured of the correctness of the predetermined positions themselves and can, therefore, determine with certainty whether the position occupied by the auxiliary reference points P is correct or not.

So, if at the end of the comparison phase, the electronic unit 6 returns the first result, then the position of the auxiliary reference points P is substantially different from the predetermined positions and the personnel in charge must implement the phase of repairing the process just described.

Otherwise, if at the end of the comparison phase, the electronic unit 6 returns the second result, then the auxiliary reference points P are substantially where the predetermined positions are located and the phase of repairing may, therefore, not be carried out.

It has in practice been ascertained that the described invention achieves the intended objects.

In particular, the fact is emphasized that the special expedient of analyzing the position of the auxiliary reference points with respect to the predetermined positions makes it possible to determine whether the motor vehicle has suffered any structural damage that requires further inspection and possible repair, or whether, on the contrary, the damage received by the motor vehicle does not require adjusting the chassis.

By not necessarily requiring the motor vehicle to be lifted, this expedient makes it possible to greatly expedite the diagnosis of damage sustained by the motor vehicle as well as to lower the associated costs.

Not only that, but this process is simple and intuitive to implement by the personnel in charge, lowering the likelihood of the latter causing unintentional damage to the covering parts of the motor vehicle due to the complexity of implementing the process itself.

Finally, it is pointed out that its special construction allows the system according to the invention to be transported directly to the place where the motor vehicle made the traffic accident, thus avoiding the need for the motor vehicle itself to be transported to the garage/body shop.

Claims

1) Process for the identification and repair of structural damage in crashed motor vehicles, comprising at least the phase of repairing at least one crashed motor vehicle (V) comprising, in turn, at least the following steps: raising at least said motor vehicle (V) from the ground; measuring a plurality of reference points placed where an underbody of said motor vehicle (V) is located; straightening a chassis of said motor vehicle (V); lowering said motor vehicle (V) to the ground; characterized by the fact that it comprises at least one phase of analyzing the position of a plurality of auxiliary reference points (P) placed where an overbody

(O) of said motor vehicle (V) is located, said analyzing being carried out with said motor vehicle (V) on the ground prior to said repairing and comprising at least the following steps: detecting the position of said auxiliary reference points (P); and comparing the position of each said auxiliary reference point (P) with a respective predetermined position on said overbody (O); and by the fact that said repairing is carried out when the position of said auxiliary reference points (P) is substantially different from said respective predetermined positions and is not carried out when the position of said auxiliary reference points

(P) is substantially corresponding to said respective predetermined positions.

2) Process according to claim 1, characterized by the fact that said auxiliary reference points (P) are placed where respective structural portions of said motor vehicle (V) are located which are associated with said chassis.

3) Process according to claim 2, characterized by the fact that said auxiliary reference points (P) are located where at least one of: at least one engine compartment (EC) of said motor vehicle (V), at least one sensor (S) of said motor vehicle (V) and at least one hinge of at least one door (D) of said motor vehicle (V) is located.

4) Process according to one or more of the preceding claims, characterized by the fact that: some of said predetermined positions are where at least one sensor (S) of said motor vehicle (V) is located and identify a common plane of lying (G); and by the fact that said detecting comprises at least one step of verifying the belonging of the corresponding said auxiliary reference points (P) to said plane of lying (G).

5) Process according to claim 4, characterized by the fact that said verifying comprises at least one step of acquiring a plurality of first auxiliary reference points (Pl) on said sensor (S) and a plurality of second auxiliary reference points (P2) in an area (A) surrounding said sensor (S).

6) Process according to claim 5, characterized by the fact that: at least one of said first auxiliary reference points (P 1) is misaligned from the other said first auxiliary reference points (Pl); and/or at least one of said second auxiliary reference points (P2) is misaligned from the other said second auxiliary reference points (P2).

7) Process according to claim 5 or 6, characterized by the fact that said first auxiliary reference points (Pl) and said second auxiliary reference points (P2), each, comprise three auxiliary reference points.

8) System (1) for the identification of structural damage in crashed motor vehicles, characterized by the fact that it comprises: at least one measuring device (2) adapted to detect the position of a plurality of auxiliary reference points (P) placed where an overbody (O) of a crashed motor vehicle (V) placed on the ground is located; and at least one electronic unit (6) connected to said measuring device (2), programmed with a plurality of predetermined positions of said auxiliary reference points (P) on said overbody (O) and configured to: compare the position of said auxiliary reference points (P) with the respective said predetermined positions; and to return a first/second result depending on whether the position of each of said auxiliary reference points (P) is substantially different/corresponding to the respective said predetermined position and whether a chassis of said motor vehicle (V) should/should not be repaired.

9) System (1) according to claim 8, characterized by the fact that said measuring device (2) comprises at least one supporting base (3) for resting on the ground and at least one measuring arm (4) associated with said supporting base (3) in a movable maimer.

10) System (1) according to claim 9, characterized by the fact that said measuring arm (4) comprises at least one distal end (4b) adapted to be placed in contact with said auxiliary reference points (P) and having a substantially rounded conformation.