Automotive Finishes Research Articles

Agricultural Machinery Paint With Automotive Finish Qualities

Agricultural Machinery Paint With Automotive Finish Qualities

Infrared spectra of North American automobile original finishes. XII: Analysis of perylene pigments—In situ identification of Perylene Bordeaux (C.I. Pigment Violet 29)

The analyses of two perylene pigments used primarily in metallic automotive finishes, Perylene Red Y (C.I. Pigment Red 224) and Perylene Maroon (C.I. Pigment Red 179), were described in previous papers in this series. The in situ identification of Perylene Bordeaux (C.I. Pigment Violet 29), which is used in both metallic and nonmetallic automotive finishes, is discussed in this report. Perylene Bordeaux was identified primarily in paints having maroon hues. Because it is normally employed as a light to medium pigment load and is always combined with other pigments, its absorptions may not be as readily-recognized in paint spectra as those of the other two perylenes. Identification of its presence can be important for certain finishes, however, as it is often combined with Perylene Maroon, and this may result in a broad absorption centered near 1690 cm−1. Differentiation of certain acrylic urethanes from acrylic melamine enamels depends heavily on the presence of a broad 1690 cm−1 urethane absorption, but this distinction may be obscured when the two perylenes are present. In addition to Perylene Maroon, Perylene Bordeaux was found combined with several other pigments and examples of spectra illustrating the wide diversity of absorption patterns that result from these combinations are presented. In many cases, the individual pigments comprising these combinations can be identified, providing information about an automotive paint that can be useful for both comparative analyses and vehicle identifications.

Infrared spectra of North American automobile original finishes. XI: In situ identification of perylene pigments—Analysis of Perylene Maroon (C.I. Pigment Red 179) and alumina-based red pearlescent pigments

Four perylene pigments were identified in North American automobile original finishes (1974–2019) and the analysis of Perylene Red Y (C.I. Pigment Red 224) was described previously. Perylene Red Y was not a common automotive paint pigment and is no longer used much. The analysis of a second member of the perylene family, Perylene Maroon (C.I. Pigment Red 179), is discussed in this article, and to determine the commonality of its use, spectra of 143 red or maroon metallic original basecoats were examined. Based on this survey, Perylene Maroon was found to be the most common organic pigment used in these. A large number of different pigment combinations involving this perylene were also identified and representative spectra of some of these are presented to illustrate the wide diversity of infrared absorption patterns that result. The individual pigments composing these combinations can often be identified, and this information can be helpful for both classifying and identifying automotive finishes. For red or maroon metallic basecoats produced after the mid-1980s, red pearlescent pigments based on mica became widely used and their identification was discussed previously. More recently, comparable effect pigments using alumina substrates were introduced and the identification of red alumina-based pearlescent pigments is described in this report. Three very unusual automotive paint formulations were identified and their spectra are presented to aid in vehicle identification.

Poly(hydroxyurethane) Adhesives and Coatings: State-of-the-Art and Future Directions.

Polyurethane (PU) adhesives and coatings are widely used to fabricate high-quality materials due to their excellent properties and their versatile nature, which stems from the wide range of commercially available polyisocyanate and polyol precursors. This polymer family has traditionally been used in a wide range of adhesive applications including the bonding of footwear soles, bonding of wood (flooring) to concrete (subflooring), in the automotive industry for adhering different car parts, and in rotor blades, in which large surfaces are required to be adhered. Moreover, PUs are also frequently applied as coatings/paints for automotive finishes and can be applied over a wide range of substrates such as wood, metal, plastic, and textiles. One of the major drawbacks of this polymer family lies in the use of toxic isocyanate-based starting materials. In the context of the REACH regulation, which places restrictions on the use of substances containing free isocyanates, it is now urgent to find greener routes to PUs. While non-isocyanate polyurethanes (NIPUs) based on the polyaddition of poly(cyclic carbonate)s to polyamines have emerged in the past decade as greener alternatives to conventional PUs, their industrial implementation is at an early stage of development. In this review article, recent advances in the application of NIPUs in the field of adhesives and coatings are summarized. The article also draws attention to the opportunities and challenges of implementing NIPUs at the industrial scale.

The accuracy and reliability of comparative efficiency assessment of portable fire extinguishers used in the process of fire extinguishing of structural components of motor vehicles and automotive finishing

Introduction. The relevance of this work resides in the need to perform an unbiased comparative assessment of fire extinguishers. The focus must be placed on the efficiency of a fire-fighting agent, as it has a major impact on the process of fire extinguishing. The purpose of this work is to confirm the applicability of a dimensionless efficiency indicator of portable fire extinguishers, assess the measurement accuracy (correctness and precision) and their statistical values.Materials and methods. The co-authors used the methodology specified in GOST R 51057–2001 applicable to the fire extinguishing of class A model fire seats. The model fire seat had samples of materials attached to its upper edge at the angles whose values were obtained using a specialized test bed. A specialized test bed was used to perform the testing and identify the sample’s inclination angles that prevented the fire extinguishing agent, applied to their surface, from streaming down or crumbling. The accuracy (correctness and precision) was assessed pursuant to the methodologies specified in GOST R ISO 5725-1–2002, GOST R ISO 5725-6–2002. The statistical significance of measurements was assessed using Student’s t-test.Results and discussion. The co-authors offer the results of the experiments aimed at the identification of an inclination angle of the fire seat surface that prevents the fire extinguishing agent from streaming down or crumbling. The results of comparative fire testing of fire extinguishers that contain quick setting foam and powder are provided. The formula of a dimensionless efficiency indicator, applicable to portable fire extinguishers, is provided, and its applicability is proven.Conclusions. The measurement accuracy assessment, performed pursuant to the methodologies, specified in the regulations, has shown the effectiveness of mean arithmetic values of all indicators applied to calculate Peo efficiency indicator. The assessment of the statistical significance of experimentally obtained values of all indicators, performed with the help of Student’s t-test, has demonstrated that the discrepancy of their mean arithmetic values is reliable and it doesn’t have a random nature. The superiority of the quick setting foam extinguisher over the powder one was proven in an experiment. The value of its Peo efficiency indicator exceeds the one of a powder extinguisher 50-fold due to the comprehensive impact made by the extinguishing agent and the construction of a fire extinguisher.

Effect of orange peel attribute of automotive finishes on their blackness perception

Effect of orange peel attribute of automotive finishes on their blackness perception

Effect of orange peel attribute of automotive finishes on their blackness perception

In this paper, the perceived blackness of 10 specific automotive finishes with different levels of orange peel attribute is investigated under the diffuse illumination condition. Since the purchased ACT black panels had approximately the same colorimetric attributes, i.e., lightness, hue, and chroma, the effect of colorimetric properties on perceived blackness was minimized. Thirty nonexpert observers including 14 males and 16 females were selected to compare the blackness perception of ACT black panels. The observers’ normal color vision was already evaluated by applying the Ishihara test method. The black panels were ranked from the minimum perceived blackness to the maximum by employing the pair comparison method and performing 1800 visual assessments. Results showed that, in general, the blackness perception of panels increased with a decrease in their orange peel attributes, but the orange peel attribute is not the only factor affecting the perceived blackness of black panels. Besides, while the black panels were colorimetrically too close to each other, the panel with the lowest lightness and chroma value was assessed as the blackest sample among the ACT panels with the lowest orange peel attribute.

Effect of the type of illumination on perceived blackness of automotive finishes

The blackness perception of six black automotive finishes was evaluated under three different illumination conditions: unidirectional illumination, diffuse illumination and light booth condition. The metallic black panels with approximately the same appearance attributes, specular gloss, distinctness of image and orange peel, were selected to minimize the effect of total appearance factors on perceived blackness. Fourteen non-expert observers (5 males and 9 females) assessed the black panels while their normal color vision was examined by the Ishihara test. The pair comparison method was applied to rank the metallic black panels based on their perceived blackness. The results showed that under the diffuse illumination condition, a good correlation was observed between the lightness attribute of metallic black panels and their visual scales, where a decrease of the L* value leads to an increase of perceived blackness. In addition, observers assessed the darkest and the most neutral panel as the blackest sample under the three applied illumination conditions.

Classification of batch processes in automotive metallic coatings using principal component analysis similarity factors from reflectance spectra

Abstract Modern automotive metallic finishes contain flake-shaped pigments to create angle-dependent color effects. Color quality control of batch productions is a critical issue that depends on the deposition of pigments in the basecoat and that requires spectrophotometric measurements at different viewing angles. Measurements on the car body and assembled add-on parts must be coincident with the colorimetric standards of a previously specified reference sample. We propose a pattern matching approach for evaluation of batch productions in metallic coatings based on a principal component analysis similarity factor (PCASF) of reflectance spectra. Reflectance spectra were measured in metallic coatings by using a multi-angle spectrophotometer. The standard PCASF and a modified PCASF were examined at different viewing angles. A first case study compares reflectance spectra of batches from different metallic colors that mainly exhibit a lightness flop from aluminum flakes. A second case study compares reflectance spectra of batches from the same metallic-paint application process. The results conclude that PCASFs are useful tools in spectroscopic quality control for classification, diagnosis and fault recognition of automotive metallic finishes in different painting applications and operating conditions.

Paint Systems without Primers for Automotive Finishing

Paint Systems without Primers for Automotive Finishing

Derivation of an instrumentally based geometric appearance index for the automotive industry

In the present study, attempts were made to develop an index of geometric appearance capable of accurately predicting and quantifying the visually perceived geometric aspects of appearance of achromatic automotive finishes. To this end, three previously prepared individual scales for the three most significant geometric appearance attributes, namely specular gloss, distinctness of image (DOI), and orange peel for each of a series of metallic black, metallic gray, metallic silver, and solid white automotive finishes were utilized. The differences in each attribute were quantified visually by a panel of 16 observers, in terms of a lightness difference of an also previously prepared lightness scale. The innovative use of a common lightness scale showed that there is a surprisingly good correlation between the instrumentally measured specular gloss, DOI, and the LW parameter of the Wave scan instrument and the corresponding visually evaluated equivalents at the four investigated achromatic levels through minimizing observer errors and enhancing accuracy of the perceptibility procedure. These high accuracies made provisions for the implementation of the principle of additivity which led to the derivation of a geometric appearance index (GAI). However, before its derivation, one instrumentally measured parameter was remodeled exponentially to define an innovative parameter chosen to be named “percent absence of orange peel.” The proposed GAI illustrates high correlation with visual assessments and is herewith recommended as a stand-alone index for predicting the geometric appearance of automotive finishes. Furthermore, this index together with a chromatic appearance index could form the foundation for deriving a total appearance index for the automotive industry.

Infrared Spectra of U.S. Automobile Original Finishes (1998–2000).IX. Identification of Bismuth Oxychloride and Silver/White Mica Pearlescent Pigments Using Extended RangeFT‐IRSpectroscopy,XRFSpectrometry, andSEM/EDSAnalysis

Bismuth oxychloride (BiOCl) was the first viable synthetic pearl pigment developed 50years ago. It was only used for a limited time period in automotive paint (model years 1998-2000), serving to produce luster for a single Chrysler black metallic color. Identification of this pigment in an unknown automotive paint can thus facilitate determination of the vehicle of origin. Bismuth oxychloride imparts effects similar to those produced by silver/white mica pearlescent pigments, and such a pigment was used together with bismuth oxychloride in at least one original equipment manufacturer (OEM) basecoat. Silver/white micas are now used primarily in white pearl tricoat systems. This article describes the identification of bismuth oxychloride and silver/white mica pearlescent pigments in automotive finishes using FT-IR spectroscopy, X-ray fluorescence (XRF) spectrometry, and SEM/EDS analysis. Data for some cadmium pigments, which were used in automotive paint several decades ago, are also presented as they produce infrared absorptions similar to that of bismuth oxychloride.

A new approach to investigate relationships between certain instrumentally measured appearance parameters and their visually perceived equivalents in the automotive industry

Appearance control has continuously been a major challenge to the automotive industry. In order to implement a consistent control on the appearance of automotive finishes, objective measurement of various appearance attributes such as gloss, distinctness of image, orange peel, etc., is indispensable to the automotive manufacturers. In the present study, attempts were made to find the correlation between visually perceived and instrumentally measured appearance of achromatic automotive finishes. To this end, three physical scales of appearance attributes, namely specular gloss, distinctness of image, and orange peel were prepared using a series of metallic black, metallic gray, metallic silver, and solid white automotive finishes. The samples were visually evaluated by a panel of 16 observers, by utilizing an also prepared lightness scale, in a light cabinet having a 45/0 illumination/observation geometry. The innovative use of a common lightness scale in the present study showed that there is a surprisingly good correlation between instrumentally measured specular gloss, distinctness of image, and Wave scan LW and Wd parameters, and the corresponding visually evaluated data at the four investigated achromatic levels.

Correlation between the BYK's balance index and the appearance of visually assessed achromatic automotive finishes

In the present investigation, the effectiveness of “Structure Balance Index” in correctly predicting the appearance of visually assessed achromatic automotive finishes was evaluated. For visual evaluation, the pair comparison method utilizing 16 observers assessing in a light cabinet, having a 45/0° viewing geometry, was used. The statistical results show that the observer repeatability and reproducibility were acceptable. However, evaluation of the Balance index (B) illustrates that the tolerance regions of green, yellow and red in the Balance chart of the presently prepared achromatic samples differed from the BYK's originally defined regions when compared to visual assessments. This means that this index cannot be extended to all lightness levels. Furthermore, such acceptability regions of green, yellow and red are not symmetrical enough for different lightness to promote the balance index for general use. Instead, this index can be regarded as a secondary fine-tuning corrector of Wd and LW parameters.

Infrared Spectra of U.S. Automobile Original Finishes (Post – 1989). VIII: In Situ Identification of Bismuth Vanadate Using Extended Range FT‐IR Spectroscopy, Raman Spectroscopy, and X‐Ray Fluorescence Spectrometry

Chrome Yellow (PbCrO4 ·xPbSO4 ) was a common pigment in U.S. automobile OEM finishes for more than three decades, but in the early 1990s its use was discontinued. One of its main replacements was Bismuth Vanadate (BiVO4 ·nBi2 MoO6 , n=0-2), which was commercially introduced in 1985, as this inorganic pigment also produces a very bright hue and has excellent outdoor durability. This paper describes the in situ identification of Bismuth Vanadate in automotive finishes using FT-IR and dispersive Raman spectroscopy and XRF spectrometry. Some differentiation of commercial formulations of this pigment is possible based on far-infrared absorptions, Raman data, and elemental analysis. The spectral differences arise from the presence or absence of molybdenum, the use of two crystal polymorphs of BiVO4 , and differences in pigment stabilizers. Bismuth Vanadate is usually not used alone, and it is typically found with Isoindoline Yellow, hydrous ferric oxide, rutile, Isoindolinone Yellow 3R, or various combinations of these.

Adhesion of Explosives

It is of increasing importance to understand how explosive particles adhere to surfaces in order to understand how to remove them for detection in airport or other security settings. In this study, adhesion forces between royal demolition explosive (cyclotrimethylenetrinitramine) (RDX), pentaerythritol tetranitrate (PETN), and trinitrotoluene (TNT) in their crystalline forms and aluminum coupons with three finishes, acrylic melamine (clear coating), polyester acrylic melamine (white coating) automotive finishes, and a green military-grade finish, were measured and modeled. The force measurements were performed using the atomic force microscopy (AFM)-based colloidal probe microscopy (CPM) method. Explosive particles were mounted on AFM cantilevers and repeatedly brought in and out of contact with the surfaces of interest while the required force needed to pull out of contact was recorded. An existing Matlab-based simulator was used to describe the observed adhesion force distributions, with excellent agreement. In these simulations, the measured topographies of the interacting surfaces were considered, although the geometries were approximated. The simulations were performed using a van der Waals force-based adhesion model and a composite effective Hamaker constant. It was determined that certain combinations of roughness on the interacting surfaces led to preferred particle-substrate orientations that produced extreme adhesion forces.

Automotive finishing: Improving filtration in the automotive paint shop

Environmental pressures are driving changes in filtration in the automotive finishing business. Jane Howarth and Professor S Anand of the Centre for Materials Research and Innovation at the University of Bolton argue that a fundamental look at the process is required to find the best possible outcome.

The effect of basecoat pigmentation on the scratch resistance and weathering performance of an acrylic–melamine basecoat/clearcoat automotive finish

Scratch resistance of an acrylic/melamine clearcoat (on the black and silver basecoats) was studied by means of laboratory simulator carwash and nano-scratch tests before and after carrying out a weathering test. The scratch morphology was studied by scanning electron microscope (SEM). Gonio-spectrophotometer and micro-indentation were utilized to investigate appearance changes and mechanical properties of the clearcoats. Results showed that scratch resistance of the silver sample was higher than the black one. The scratch resistance of the black and silver samples was improved at short exposure times. A decrease in scratch resistance of the coatings was obtained at long times.

Painting problem solver: How to achieve a good-looking automotive finish

Painting problem solver: How to achieve a good-looking automotive finish

Fast, flexible cavity wax application for automotive finishing: New robotic tooling is dramatically streamlining the application of automotive cavity wax, resulting in less waste, better quality, and faster cycle times

A facile and low-cost method for fabricating the color-controllable superhydrophobic coatings on copper was reported in this paper. By simply changing the electrolytic conditions, tunable color surfaces can be obtained. The fundamental cause of color variation should be attributed to the composition of resulting coatings. After modification with stearic acid, the contact angles (CA) of samples with three different colors are 156.8°, 160.0°, 162.8°, respectively, and slide angles (SA) are all nearly 1°. In addition, potentiodynamic polarization test, pH stability, atmospheric exposure test, antibacterial test, abrasion test and tape adhesion test were also performed from the viewpoint of the physical stability and chemical stability of superhydrophobic surfaces. Results indicate that the obtained surfaces be of excellent environmental adaptability, high anti-corrosion ability, and good mechanical property. Results reported here would be helpful for enlarging the application of superhydrophobic surface. Moreover, this method, chemical in situ growth of colored coating, is a new strategy for preparing color-tuned superhydrophobic surface and could be applied on other metal substrates.