Browse Topic: Exterior trim and molding
Recent studies indicate that the door system plays a significant role in the interior noise levels of newly developed vehicles. This research investigates the noise transmission paths through the door system and identifies effective strategies for improvement through a combination of door buck testing and simulation. Specifically, in this study, the finite element method (FEM) was employed for door buck simulation, and the model was validated against vibration test results. Subsequently, acoustic analysis tools were utilized to correlate with noise testing, thereby establishing a process to ensure simulation accuracy. The sound insulation performance for the main areas of the door was experimentally evaluated, and a simulation model with good correlation to these test results was developed. By utilizing both experimental and simulation results, the principal transmission paths were identified, and appropriate improvement strategies for these paths were investigated. The validated improvement strategies are intended to be applied in the development of next-generation vehicles.
A mobile wireless charger is a device that charge a smartphone or other compatible gadgets without the need for physical cables. Principle of wireless mobile charger system based on inductive coupling phenomena. The main objective of this paper aims to address the challenge of packaging wireless mobile charger in peculiar door trim profile keeping overall functionality and aesthetic appearance of door trim intact. This paper deals with integration of a wireless charging system within the door trim of a vehicle to provide convenience and advanced functionality. The objective is to pack a wireless charger in door trim meeting the ergonomic target and equilibrium state stability while maintaining sleek and minimalist design of the door trim. The study focuses on innovative packaging solutions related to space optimization in door despite multiple challenges involved. Major challenge lies in packing the unit amidst complex mechanisms such as window regulators, speakers, structural reinforcements while managing the thermal heat generation with proper dissipation techniques The main objective of this paper is to address the following: An innovative approach to the design of Wireless charger for Door trim Meeting stable equilibrium state. Focusing on enhancing aesthetics. Low weight impact, robust design, and assembly, Managing Wireless charger quality quality as per regular standard.
Side crashes are generally hazardous because there is no room for large deformation to protect an occupant from the crash forces. A crucial point in side impacts is the rapid intrusion of the side structure into the passenger compartment which need sufficient space between occupants and door trim to enable a proper unfolding of the side airbag. This problem can be alleviated by using the rising air pressure inside the door as an additional input for crash sensing. With improvements in the crash sensor technology, pressure sensors that detect pressure changes in door cavities have been developed recently for vehicle crash safety applications. The crash pulses recorded by the acceleration based crash sensors usually exhibit high frequency and noisy responses. The data obtained from the pressure sensors exhibit lower frequency and less noisy responses. Due to its ability to discriminate crash severities and allow the restraint devices to deploy earlier, the pressure sensor technology has gained its popularity for side crash applications. CAE based calibration approach reduces cost of multiple physical tests required for side airbag algorithm development to deploy the airbags. With a goal to achieve CAE based calibration such that side airbag deployment algorithms can be enhanced with the help of pressure sensors, Corpuscular Particle Method (CPM) was adopted to predict the pressure responses of side crash pressure sensors. The major challenge was to capture the change in pressure accurately in side door cavity during an event of side crashes in digital environment. In addition, the challenge was to develop robust CAE methodology that can predict sensible pressure responses during event of high speed as well as low speed side crashes. This paper describes the innovative CPM airbag based methodology developed to predict the pressure response and its correlation with side impact physical tests.
The pre-validation process for door trim noise has gained increasing importance as noise standards have become more stringent with the transition to electric vehicles. Currently, the validation process employs squeak and rattle director simulations to evaluate noise based on relative displacement values. However, this approach is time-intensive. To address this limitation, we have improved process efficiency by developing a database of relative displacement values derived from the cross-sectional and structural characteristics of matching parts. This advancement enables noise pre-validation using only cross-sectional and structural information.
Fused Deposition Modeling (FDM), a form of Additive Manufacturing (AM), has emerged as a groundbreaking technology for the production of complex shapes from a variety of materials. Acrylonitrile Butadiene Styrene (ABS) is an opaque thermoplastic that is frequently employed in additive manufacturing (AM) due to its affordability and user-friendliness. The purpose of this investigation is to enhance the FDM parameters for ABS material and develop predictive models that anticipate printing performance by employing the Adaptive Neuro-Fuzzy Inference System (ANFIS). Through experimental trials, an investigation was conducted to evaluate the influence of critical FDM parameters, including layer thickness, infill density, printing speed, and nozzle temperature, on critical outcomes, including mechanical properties, surface polish, and dimensional accuracy. The utilization of design of experiments (DOE) methodology facilitated a systematic examination of parameters. A predictive model was developed to forecast printing performance by utilizing input parameters and ANFIS. The ANFIS predictive models' ability to accurately predict the printing performance of ABS material was demonstrated by the results. Moreover, the models provide vital insights into the most effective parameter configurations for ensuring high-quality parts and maximizing printing efficiency. This investigation improves the understanding of Fused Deposition Modeling (FDM) for Acrylonitrile Butadiene Styrene (ABS) material and offers a practical instrument for manufacturing process optimization. By employing ANFIS predictive models, manufacturers can enhance the quality and productivity of printing. This will facilitate the expansion of the application of FDM technology in various sectors, including healthcare, manufacturing, and prototyping.
When Ford first reintroduced the Ranger to North America in 2019, it was welcomed largely because of its revered nameplate. But outside of a lauded 2.3-L 4-cylinder turbo engine and an impressive array of options, there wasn't much to write home about. And critics downgraded the lineup for a spartan interior and having a ride that bounced passengers around. Ford says it built the 2024 Ranger lineup with that feedback in mind. And, for the enthusiast crowd, the yearned-for Ranger Raptor makes its loud debut with a 405-hp engine.
Automotive parts can be fabricated from either coiled sheet, flat sheet or extruded shapes. Alloy selection is governed by finish requirements, forming characteristics, and mechanical properties. Bright anodizing alloys 5657 and 52521 sheet provide a high luster and are preferred for trim which can be formed from an intermediate temper, such as H25. Bright anodizing alloy 5457 is used for parts which require high elongation and a fully annealed ("0") temper. Alloy 6463 is a medium strength bright anodizing extrusion alloy; Alloy X7016 is a high strength bright anodizing extrusion alloy primarily suited for bumper applications. To satisfy anti-glare requirements for certain trim applications, sheet alloy 5205 and extrusion alloy 6063 are capable of providing the desired low-gloss anodized finish. Bright anodizing alloys require control of the chemical composition of the alloy to enhance response to chemical brightening and to result in the formation of anodic coatings that are essentially transparent. Additionally, aluminum producers employ fabricating practices to minimize other metallurgical factors that adversely affect response to bright anodizing procedures. For non-heat-treatable alloys, a highly fragmented grain structure is preferred. Fully annealed, recrystallized grain structures are not optimum for bright anodizing. Where high elongations are required with intermediate tempers, fabricating practices are selected to minimize grain recrystallization. Another factor to be considered for trim application is the type of mill surface finish that is required. When the metal working treatments do not mar the mill produced surface appreciably, the smooth, bright rolled, "automotive trim" surface is desirable since it often eliminates the need for expensive mechanical buffing operations. Where trim fabricating procedures might be expected to damage a bright-rolled surface, duller mill finishes can be used and parts are buffed after forming. Bright rolled mill surfaces occasionally are protected with a removable tape or water soluble film. Selection of anodic coating required to protect aluminum parts is influenced by the required corrosion performance and appearance characteristics. Generally, anodic coatings 0.0003–0.0005 in (0.0076–0.0127 mm) thick are used for exterior trim application. Thinner anodic coatings 0.0001–0.0003 in (0.0025–0.0076 mm) are sufficient for interior trim components. Anodic coatings can be dyed to impart color, painted, or inlaid with vinyl or other plastics for aesthetic and/or functional purposes. The Aluminum Association's "Designation System for Finishes" is a recommended guide to assist in specifying anodic coatings for automotive trim. The American Society for Testing and Materials (ASTM) offers several test methods which are commonly used as the basis for many user specifications. These are: ASTM B110—Dielectric Strength of Anodically coated Aluminum ASTM B457—Measuring Impedance of Anodic Coatings of Aluminum ASTM B244—Measuring Thickness of Anodic Coatings on Aluminum with Eddy Current Instruments ASTM B136—Resistance of Anodically Coated Aluminum to Staining by Dyes ASTM B137—Weight of Coating on Anodically Coated Aluminum ASTM B368—Copper-Accelerated Acetic Acid Salt Spray (Fog) Testing (CASS Test) ASTM B538—Fact (Ford Anodized Aluminum Corrosion Test) Testing ASTM B580—Guide to the Specification of Anodic Oxide Coatings on Aluminum ASTM 429—Measurement and Calculation of Reflecting Characteristics of Metallic Surfaces Using Integrating Sphere Instruments ASTM E430—Measurement of Gloss of High Gloss Metal Surfaces Using Abridged Goniophotometer or Goniophotometer
The Range Rover Evoque is a compact luxury SUV, first introduced by Land Rover in 2012. Almost 800,000 units of the first-generation vehicle were sold. This paper explores some of the challenges entailed in developing the next generation of this successful product, maintaining key design cues while at the same time improving its aerodynamic efficiency. A development approach is outlined that made use of both numerical simulation and full-scale moving ground wind tunnel testing. A drag coefficient of 0.32 was obtained for the best derivative by paying particular attention to: the integration of active grille shutters; the front bumper and tyre package; brake cooling; underfloor design; wake control strategy; and detail optimization. This approach delivered the most aerodynamic Range Rover at the time of its introduction. The impact of these design changes on the aerodynamic flow field and consequently drag is highlighted. An interaction between front wheel deflectors and different tyres of the same nominal dimensions is explored over a range of small yaw angles, illustrating the need to develop vehicles using a range of boundary conditions. In addition, a relationship is shown between wake state defined in terms of the vertical pressure gradient and reduced aerodynamic drag. Finally, changes in regulations governing the assessment of emissions and fuel economy are driving a need for vehicle manufacturers to go beyond the traditional focus on the drag of the best vehicle derivative and manage the spread of values arising from customers’ choice of powertrain, wheel and tyre fitment along with exterior trim options. For this vehicle, we highlight that the average drag coefficient for sales in the European market over a year was 15% lower than the outgoing car, showing that improved aerodynamic efficiency has actually been delivered to customers.
Squeak and rattle concerns accounts for approximately 10% of overall vehicle Things Gone Wrong (TGW) and are major quality concern for automotive OEM’s. Objectionable door noises such as squeak and rattle are among the top 10 IQS concerns under any OEM nameplate. Customers perceive Squeak and rattle noises inside a cabin as a major negative indicator of vehicle build quality and durability. Door squeak and rattle issues not only affects customer satisfaction index, but also increase warranty cost to OEM significantly. Especially, issues related to door, irritate customers due to material incompatibilities. Squeaks are friction-induced noises generated by stick-slip phenomenon between interfacing surfaces. Several factors, such as material property, friction coefficient, relative velocity, temperature, and humidity, are involved in squeak noise causes. For example, door armrest leather is exposed longer to sunlight and when customer places his hand on the armrest, an annoying squeak noise is generated due to permanent or temporary weathering effect. In this study, an experimental work is conducted to investigate squeak performance of door trim materials against weather ageing effect. As per the standard SAE-J2412, one thousand five hundred hours of polymer weathering test which is considered equivalent to 5 years of product life were performed to door trim material samples. Material compatibility test were performed on door trim samples at different time intervals of 0, 250, 500,750, 1000& 1500 hrs to evaluate its squeak risk behavior. On basis of RPN results, it was found that some material combination failed at 500 and 750 hrs highlighting squeak risk due to weathering effect. This paper introduces a new DVP, where a process can be established for material selection and avoid customer irritants and improve the perceived quality not only for a new vehicle but even after mileage degradation.
In industries, the usage of natural fibre composites (NFC) becomes one of the inevitable materials in the engineering field. The applications are owing to its characteristics like high strength to weight ratio, recyclability less density and inexpensive. In recent days the automotive parts like door trim panels, wheel arch, rear hatch, roof liner and bonnet insulation were replaced using NFC. Present-day huge usage of NFC people is working on the recyclability of composites. The present research aimed to recycle the NFC waste as reinforcement in the sisal/epoxy composite. The effect of composite waste reinforcement at various weight percentages (0, 5, 10 and 15%) were studied. The sisal/epoxy composite subjected to mechanical characterisations and drilling performance were studied by varying the process parameters such as feed and spindle speed using design of experiment (DOE). The distribution of the reinforcement and the bonding between the fiber and matrix were examined through a scanning electron microscope (SEM). The addition of composite waste (5%-300μ) improves the mechanical and machining properties of the composite.
This SAE Recommended Practice is designed to provide readily accessible paint and trim code information on all passenger vehicles, lightweight trucks, and vans in a way that minimizes the time and effort required to locate and effectively use that information for body repair, parts ordering, vehicle maintenance, and information systems.
The predominant choice for the armor of mass-produced cars and trucks, steel is not going unchallenged at a time when weight reduction is more important than ever. A time may come when something other than steel is the material of choice for body panels, but it will not be any time soon, in the view of U.S. Steel Corp.'s Jody Shaw, Technical Marketing Manager-Automotive. “I don't know what the driver of that would be,” Shaw said of steel being displaced. A fully developed infrastructure, a “huge knowledge base,” and superior pound-for-pound strength give steel an advantage that will not easily be overcome, he believes. Additionally, Shaw noted, steel has significant advantages in terms of the ease with which it can be processed. Aluminum, for example, “is more difficult to work with in a stamping environment and more difficult to weld and assemble.” But perhaps steel's biggest advantage is raw material costs.
This SAE Standard presents a method of matching the color of a test specimen to that of an approved appearance master specimen.
Automotive parts can be fabricated from either coiled sheet, flat sheet or extruded shapes. Alloy selection is governed by finish requirements, forming characteristics, and mechanical properties. Bright anodizing alloys 5657 and 52521 sheet provide a high luster and are preferred for trim which can be formed from an intermediate temper, such as H25. Bright anodizing alloy 5457 is used for parts which require high elongation and a fully annealed ("0") temper. Alloy 6463 is a medium strength bright anodizing extrusion alloy; Alloy X7016 is a high strength bright anodizing extrusion alloy primarily suited for bumper applications. To satisfy anti-glare requirements for certain trim applications, sheet alloy 5205 and extrusion alloy 6063 are capable of providing the desired low-gloss anodized finish. Bright anodizing alloys require control of the chemical composition of the alloy to enhance response to chemical brightening and to result in the formation of anodic coatings that are essentially transparent. Additionally, aluminum producers employ fabricating practices to minimize other metallurgical factors that adversely affect response to bright anodizing procedures. For non-heat-treatable alloys, a highly fragmented grain structure is preferred. Fully annealed, recrystallized grain structures are not optimum for bright anodizing. Where high elongations are required with intermediate tempers, fabricating practices are selected to minimize grain recrystallization. Another factor to be considered for trim application is the type of mill surface finish that is required. When the metal working treatments do not mar the mill produced surface appreciably, the smooth, bright rolled, "automotive trim" surface is desirable since it often eliminates the need for expensive mechanical buffing operations. Where trim fabricating procedures might be expected to damage a bright-rolled surface, duller mill finishes can be used and parts are buffed after forming. Bright rolled mill surfaces occasionally are protected with a removable tape or water soluble film. Selection of anodic coating required to protect aluminum parts is influenced by the required corrosion performance and appearance characteristics. Generally, anodic coatings 0.0003–0.0005 in (0.0076–0.0127 mm) thick are used for exterior trim application. Thinner anodic coatings 0.0001–0.0003 in (0.0025–0.0076 mm) are sufficient for interior trim components. Anodic coatings can be dyed to impart color, painted, or inlaid with vinyl or other plastics for aesthetic and/or functional purposes. The Aluminum Association's "Designation System for Finishes" is a recommended guide to assist in specifying anodic coatings for automotive trim. The American Society for Testing and Materials (ASTM) offers several test methods which are commonly used as the basis for many user specifications. These are: ASTM B110—Dielectric Strength of Anodically coated Aluminum ASTM B457—Measuring Impedance of Anodic Coatings of Aluminum ASTM B244—Measuring Thickness of Anodic Coatings on Aluminum with Eddy Current Instruments ASTM B136—Resistance of Anodically Coated Aluminum to Staining by Dyes ASTM B137—Weight of Coating on Anodically Coated Aluminum ASTM B368—Copper-Accelerated Acetic Acid Salt Spray (Fog) Testing (CASS Test) ASTM B538—Fact (Ford Anodized Aluminum Corrosion Test) Testing ASTM B580—Guide to the Specification of Anodic Oxide Coatings on Aluminum ASTM 429—Measurement and Calculation of Reflecting Characteristics of Metallic Surfaces Using Integrating Sphere Instruments ASTM E430—Measurement of Gloss of High Gloss Metal Surfaces Using Abridged Goniophotometer or Goniophotometer
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