Browse Topic: Door panels
Passenger expectations for quiet and acoustically comfortable vehicle interiors have increased significantly, driven by advancements in electric vehicles and premium audio systems. Acoustic comfort affects perceived quality, communication ease, and overall driving experience. This paper presents a simulation-driven methodology to predict and optimize interior noise performance during the early design phase, focusing on high-frequency acoustic transfer functions and trim material absorption properties. Traditional NVH development relies heavily on physical testing, which is time-consuming and costly. Early-stage predictive tools are essential to evaluate acoustic performance before prototype availability. High-frequency noise (1kHz–12kHz) is particularly challenging due to complex reflections and absorption behavior. Acoustic trims play a critical role in shaping the cabin’s sound field, and their properties must be optimized to achieve desired sound quality. A novel simulation approach is developed using Raytracing (Beam + Particle) to model sound propagation within the vehicle cabin. The method calculates ATFs between point sources (e.g., door panels) and receiver positions (passenger ears), enabling spatially resolved acoustic analysis. This supports early design evaluations by predicting how changes in geometry and materials affect perceived noise levels. Using HEEDS, a DOE-based optimization is performed on frequency-dependent absorption properties of acoustic trims. The trim package includes carpet, headliner, seats, doors, and firewall. The optimization targets mid-to-high frequency ranges where material behavior significantly influences sound quality. Multiple design iterations are evaluated to identify configurations that minimize intrusive noise and enhance tonal balance. A full-vehicle correlation study is conducted to validate the simulation results. Measured ATFs from a physical prototype are compared with simulated data. The acoustic trim package used in the prototype includes all major components. The Raytracing-based ATF model shows strong correlation with measured data. The methodology enables early identification of design choices that degrade or enhance acoustic comfort.
When it comes to plastics applications, cars are rarely the first products that come to mind. However, with modern vehicles containing 1,000 to 1,500 plastic parts — including dashboards, control elements, clips, trim parts, brackets, door panels, bumpers, and radiator grilles — the material is more important for mobility than we might assume. Some of these plastic parts are relevant for the drivers’ safety: for instance, airbag covers must open correctly in an accident and seat belt guides and retractors could cause severe injuries if they break or deform under load. Their quality is vital. At the same time however, cost pressure and new regulations — for instance regarding an increased use of recycled materials that is under way in the European Union — pose new challenges, especially in plastic injection molding. Digital solutions for measurement technology help control and stabilize the complex process and may even lead to increased product quality despite tougher conditions.
Door sunshade in a vehicle has proven to be very comfortable and luxurious feature to the customers. Luxury vehicles provide power sunshade which is electrically operated with the activation of a switch, whereas cost conscious vehicles provide manual sunshade which requires manual coiling and uncoiling. This study is to develop a door panel structure that can accommodate both the manual sunshade and power sunshade, thereby serving both cost conscious as well as luxury seeking customers. Manual sunshade consists only of cassette, pull bar, spindle mechanism and hooks whereas the power sunshade consists of cassette, pull bar, spindle mechanism, flap mechanism, bowden cable mechanism, actuator and motor. Due to this difference in package, it becomes difficult to accommodate both variants of sunshade into the same body system. However, this study helps in developing a common body structure by ways of effective packaging, modifying the cable and actuator mechanism and critical packaging of motor that helps in commonization of inner panel and other body systems. Bowden cable has been routed in a way that it does not impact inside door handle, latch system and window regulator assembly. Actuator and motor assembly has been packaged and mounted without regulator assembly, door glass part and other body systems. Critical challenges faced were on the load criteria for actuation of sunshade and durability considerations for abuse load cases.
The recent surge in platforms like YouTube has facilitated greater access to information for consumers, and vehicles are no exception, so consumers are increasingly demanding of the quality of their vehicles. By the way, the door is composed of glass, moldings, and other parts that consumers can touch directly, and because it is a moving part, many quality issues arise. In particular, the door panel is assembled from all of the above-mentioned parts and thereby necessitates a robust structure. Therefore, this study focuses on the structural stiffness of the door inner panel module mounting area because the door module is closely to the glass raising and lowering, which is intrinsically linked to various quality issues.
This study focuses on the sudden shaking phenomenon of a sliding door passing through a corner. This phenomenon requires attention because shaking during movement can lead to a harsh operation feeling and a short service life. An experiment based on a test setup was conducted, and the sudden change in the acceleration of a sliding door panel was measured. Based on multi-body dynamics (MBD) analysis and a rigid-flexible coupled model of the sliding door system, the cause of the sudden shaking was determined to be the discontinuous curvature of the middle rail trajectory. A transition curve was proposed as the solution for the discontinuous curvature, and Euler’s spiral was applied in the redesign of the middle rail trajectory. Verified by simulations, the results exhibit considerable improvement in sliding door movement stability, with large reductions in the maximum center of mass (CM) acceleration and guide roller impact force.
Are you innovating for NVH? I'll never forget the experience, as a kid, of lifting the massive steel hood of my father's 1971 Dodge Monaco and seeing nothing but V8 engine and a few rubber hoses. The vast compartment was so uncluttered, I could look straight down and see the pavement. By comparison, the view under today's vehicle hoods reveals a dense landscape of technologies aimed at acoustic control: covers, shields and insulators designed to keep injector clatter, induction honk and even pulley whirl muffled. Supplier innovations are central to winning the ongoing war with NVH-noise, vibration and harshness. The battle started decades ago and will certainly increase in the future. This is an engineering realm with numerous tradeoffs involving total piece cost, capital cost, stranded fixed capital, tooling complexity/count, system optimization, flexibility, intellectual property and even downstream warranty. But because NVH (more accurately, the lack of it) has direct impact on the end customer, it has become a commitment rather than an option across vehicle segments.
A wall-resolving Large Eddy Simulation (LES) has been performed by using up to 40 billion grids with a minimum grid resolution of 0.1 mm for predicting the exterior hydrodynamic pressure fluctuations in the turbulent boundary layers of a test car with simplified geometry. At several sampling points on the car surface, which included a point on the side window, the door panel, and the front fender panel, the computed hydrodynamic pressure fluctuations were compared with those measured by microphones installed on the surface of the car in a wind tunnel, and effects of the grid resolution on the accuracy of the predicted frequency spectra were discussed. The power spectra of the pressure fluctuations computed with 5 billion grid LES agreed reasonably well with those measured in the wind tunnel up to around 2 kHz although they had some discrepancy with the measured ones in the low and middle frequencies. The Dynamic Smagorinsky Model (DSM) was adopted for the subgrid-scale turbulence model of LES while the resulting spatially-filtered Navier-Stokes equations of the incompressible fluid flow were solved by a Finite Element Method. In the second paper of this series of studies, the hydrodynamic pressure fluctuations computed on the car surfaces will be used as the unsteady loading for computing the panel vibration of the test car by using Finite Element Method, and finally the interior acoustical fields will be predicted by solving the Helmholtz equation for sound propagation. The contribution from the external acoustical field to the interior noise, which was not simulated by the present incompressible LES-based approach, was estimated based on the acoustic analogy, and was confirmed to be negligibly small compared with those from the hydrodynamic loading in the present case.
Performing a reconstruction of sideswipe interactions is difficult due to the lack of permanent crush sustained by the vehicles involved. Previous studies have provided insight into the forces involved in creating various types of damage for vehicle-to-vehicle interactions during a sideswipe interaction. However, these data may not be applicable to the interaction that occurs when a tractor-trailer steer tire is involved. As demonstrated in previous studies, steer tire interaction produces a unique pattern of markings on the struck vehicle by the protruding lugs (wheel stud) of the steer tire. These studies have demonstrated that the pattern of cycloidal marks created by the wheel lugs can be used to calculate the relative speeds of the vehicles. While this is helpful in understanding the relative motion of the vehicles, it does not provide information regarding the forces applied at the point of contact. The purpose of this study is to assess the structural response of passenger cars during a sideswipe event involving a tractor-trailer steer tire. The study consists of quasi-static and dynamic tests performed using a stationary tractor-trailer tire spinning at an equivalent speed of 55 mph. A total of 20 quasi-static tests were performed using 3 separate vehicles by forcing the spinning tire against the side of a stationary vehicle. The force and displacement necessary to cause various levels of damage to the passenger car was measured to develop an understanding of the stiffness response at different locations along the side of the vehicle. A range of contact stiffness was achieved by forcing the tire against areas around the door pillars and at the center of the door panels which produced stiffer and softer responses respectively. A total of 8 dynamic tests were performed by driving the side of the same 3 vehicles against the rotating steer tire. The vehicle acceleration and change in speed (Delta-V) associated with contact were measured. Peak forces during the quasi-static testing ranged from 500 to 2,600 lbs with a range of deflection of 0.5 to 3.6 inches. The data provided by the quasi-static testing can be used to assess the lateral forces applied to passenger vehicles based on the level of damage sustained. The dynamic testing was performed at speeds of 4.5 to 6.5 mph and resulted in peak vehicle accelerations of 0.1 to 1.4 g in the lateral and 0.1 to 0.6 in the forward direction. The patterns created by the wheel studs were similar to those presented in previous studies. The results of the dynamic testing can be used to assess vehicle acceleration based on the severity of the damage observed.
In recent years it's noticed a considerable growth in vehicles sales, resulting a great gas emissions volume increase and consequently a higher environment impact. Currently Brazilian automotive scenario faces a moment which government and market requires energetic efficiency increase, on the other hand it is challenges the OEM's to develop lighter cars, providing thereby an “environmentally friendly” vehicle. Considering this scenario, natural fibers application in automotive parts has a great contribution, because in a large parts variety it application is possible. This application studies has contributed and earned great highlight in sustainability terms. Natural fibers provides great environmental benefits because it's renewable, biodegradable and require low energy consumption in its manufacturing process, further it's lighter than fiberglass and others conventional fibers. This paper will address the natural fibers importance using in the automotive parts production process, such as plastic and acoustic insulation parts, as the instrument panel, door panel, headliners etc. Some beneficial characteristic for it use is the total recycling parts possibility, noise reduction, mass reduction, which provides a lighter car, efficiently and with lower fuel consumption, besides encouraging sustainable social programs creation in cultivation this kind of vegetation. The gain for the final consumer and the benefits granted by the government with the INOVAR-AUTO justify using these fibers, since it helps OEM's in achieving challenging metrics proposed by the program.
Automobile manufacturers in the developing nations tend to make more and more fuel efficient cars compared to the luxurious type, given to the popularity. Fuel efficiency has a direct relation with the weight of the vehicle. In order to increase the fuel efficiency, body weight has to be decreased. The weight of all door panels comprises about 15% of body weight of the vehicle. Hence, by reducing the weight of the door panels, fuel efficiency of a vehicle can be increased. But, reduction of the weight of the door panels may lead to decrease in the strength of the panels. Therefore, we need to find a method to increase the fuel efficiency by decreasing the weight and maintaining the strength of the door panels. The aim of our study is to increase the performance while decreasing the weight of the door panel assembly. We have used CAE (Computer aided Engineering) as a tool to study and evaluate the performance of doors, with varying thickness and different shapes like beads. We found different methods to strengthen the panels by modifying the shape. It was concluded that reduction in the weight of the door can be done by improving the shape and performance of the door.
The use of low-density materials in body panels is increasing as a measure to reduce the weight of the vehicle body. Honda has developed an aluminum/steel sheet hybrid door that is more effective in reducing weight than an all-aluminum door. Because aluminum was used in the door skin, bimetallic corrosion at the connection between the aluminum and the steel sheets represented an issue. It was possible that the difference in the electrical potential of the two metals might promote corrosion at the connection between the aluminum door skin and the steel sheet door panel, in particular at the lower edge of the door, where rainwater and other moisture tend to accumulate, with the result that the appeal of the exterior of the door might decline. To address this issue, a watertight structure realized through the use of a high-ductility sealer was employed in order to help prevent water from infiltrating to the connection between the metals, and steel sheets with a zinc-aluminum-magnesium alloy coating, highly effective in controlling bimetallic corrosion, were employed in the door panels. This produced rust-resistance specifications for the hybrid door able to maintain durability in market use environments. This paper discusses the effect of the zinc-aluminum-magnesium alloy-coated steel sheets in controlling bimetallic corrosion.
The customer perception about the door slam noise and its feel would indicate the brand image of the car. In this paper the authors have made an effort to improve the door slam noise quality of the vehicle, which is currently in production. This paper describes the probable areas in the door to improve the slam noise quality by attempting modifications in the door design factors, such as door alignments, door panel stiffness, door trims, window glass rattle, latch striker alignment, door seals, air extractor. Since the door closing event is a transient phenomenon, it requires special tools such as wavelet transforms, Zwicker loudness to understand the slam events precisely. Subjective jury evaluations have been conducted to understand the effect of these modifications and rank the modifications based on their contributions to the door slam quality.
A document describes designing, building, testing, and certifying a customized crane (Lifting Device — LD) with a strong back (cradle) to facilitate the installation of long wall panels and short door panels for the GHe phase of the James Webb Space Telescope (JWST).
Unprecedented rates in Boeing 737 aircraft production have driven a need for an increase in capacity in fuselage manufacturing and assembly. This paper will discuss the requirements by Spirit AeroSystems to add capacity, and the new and upgraded machinery provided by Broetje Automation in response to these requirements. Production areas found to require additional capacity included galley and entry door skin fastening, as well as frame fastening in upper and lower lobes. Three new Mobile Panel Assembly Cell (MPAC) machines were installed in rapid succession for efficient and flexible production of door panels. For frame fastening of upper and lower lobes, three existing machines were taken out of production one at a time for a comprehensive upgrade resulting in process speed increases of more than 40%.
This paper presents a new concept for a 100% plastic prototype automotive door panel. This concept has the potential of providing a weight reduction of up to 40% compared to conventional steel door panels, but with equivalent performance (static strength). This innovative technology can be used for a variety of exterior automotive parts. The concept includes a composite sandwich panel combination of GFRP (glass-fiber-reinforced polymer), and LACTIF®, which is expanded beads foam made from PLA (polylactic acid) and developed by JSP Corporation. This GFRP+LACTIF® composite design offers the following characteristics: - Excellent environmental resistance, - Strong adhesion, - Equivalent static strength (versus conventional door panels), and - Design flexibility. This concept also offers an alternative to conventional steel door panel systems by using unsaturated polyester material of plant origin as part of the GFRP composite. Using this combination with PLA would yield a sustainable product containing up to 80% bio-based material.
Generally, it is difficult to compare the warpage of CAE simulation with which of physical part directly for large, thin-wall injection molded part. The warpage of an injection molded automotive interior door panel was discussed in this paper. The CAE simulation result was obtained via analysis in Autodesk Moldflow software with a reasonable CAE model which was constrained according to the physical measurement, and in the physical measurement, several points' positions were confirmed to make sure that the part was fixed on the gauge correctly and consistently. Finally, the warpage result of CAE simulation showed a good consistency with which was measured with a three-coordinate measuring machine.
The pole side impact test has been mandatory in Euro NCAP since 2009 and it includes, in addition to the head, assessments on other critical body regions that might be affected such as the chest, abdomen and pelvis. This paper describes a new test method for predicting Anthropomorphic Test Device responses to calculate injury index in side impact tests of a rigid pole under Euro NCAP conditions. Simplified sled tests are very effective in reducing the cost and time of development of more advanced side impact safety devices. To accomplish sled tests successfully, it is necessary to reconstruct accurately the combined dynamic deformation behavior of door and seat in pole impact. That behavior varies among different dummy response regions. Conventional sled test methods, published in previous literature, can reconstruct the deformation of the entire door using a single actuator at constant intrusion velocity but actual door velocity isn't constant in full scale vehicle crash tests. The above mentioned methods simulate the door deformation velocity using whole the door but in those cases the structure isn't simple and experiment cost is high. Hence, a new sled test method, using present Advanced Side Impact Simulator (ASIS), was developed by identifying the main features of door and seat intrusion behavior needed to accurately predict and simulate the dummy responses at different body regions in the vehicle tests. The features are reconstruction of inner door panel velocities as input corresponding to injury level at different body regions as output response by using multiple actuators for door and seat. This test method was validated with Euro NCAP pole side impact tests for a number of vehicles based on the results of ES-2 (50th percentile male) dummies injury criteria.
Before lighter-weight or recycled materials and components can make their way into vehicles, it is essential to understand how they react under the influence of weather. As designers and engineers seek to reduce weight, increase the amount of recycled content, and become more cost-effective, the use of new lightweight materials, composites, and compounds is growing in the automotive industry. Testing to ensure that these new materials meet performance, durability, and regulatory targets plays a key role in helping companies minimize the risk of costly failure at later stages of the development process. To understand how materials and components will react when exposed to the environment over the course of their life cycle, weathering testing has taken on greater significance. Products must be optimized to endure conditions ranging from very dry to wet and humid and from freezing to very hot.
The drive to incorporate renewable resources continues to gain momentum within the automotive industry. FXI has developed a grade of low (1.7 pcf) density slabstock foam which uses a natural oil polyol in place of a petroleum-based polyol. This foam grade, trademarked GreenBlend\St, has been developed specifically to produce foam-fabric/vinyl laminates for automotive seating, and interior trim applications such as headrests, armrests, visors and door panels. This new foam grade satisfies all of the OEM specifications for physical properties, including fogging and flammability, and yields satisfactory bond strengths when flame-laminated to cover stock. It is also s cost competitive technology compared to conventional slabstock foam using petroleum-based polyols.
Extensive wind-tunnel work gave Volt a shape that's slicker than it looks. But engineers aren't happy with the curb weight. Advanced powertrain engineers and eco-enthusiasts argue convincingly that Volt's technology crown jewel is its electrified propulsion system. And they're right. But the car's overall efficiency, and success in the marketplace, also hinges on its aerodynamics, styling, package efficiency, and occupant protection. The body form and construction count as much for electrified vehicles as it does for conventionally powered ones, perhaps even more. Witness Toyota's Prius, whose overall wedge shape and tall greenhouse make it far from a handsome car. But that look struck a major chord with hybrid early adopters and cemented it to the point that Honda paid homage with the current-generation Insight.
The purpose of this SAE Recommended Practice is to present design recommendations for the direction-of-motion of hand controls found in passenger vehicles, multipurpose vehicles, and trucks. These recommendations are based on recent and past human factors research and are important considerations in the design of control layouts.
The important new model from General Motors Europe is based on the Epsilon II architecture expected to underpin many GM models for markets around the world. Flowery language laced with hyperbole is part of the communication philosophy of some European car companies, but the language from General Motors Europe (GME) at the world premiere of their Opel/Vauxhall Insignia was comparatively modest. True, the company spoke at the British International Motor Show of “breathtaking design and leading technology” and “sculptural artistry meets German precision,” but the overall message was a balanced and sensible description of a precisely designed and engineered car. It is certainly a very significant model (built in sedan, hatchback, and wagon forms) not just for GME, but also for the GM business empire as a whole. The Insignia's Epsilon II mechatronic chassis architecture is expected to be the basis of the Saab 9-5's replacement as well as for numerous other models including the Saturn Aura.
Chrysler's family haulers feature a new look and more interior flexibility to go with a host of technology upgrades. With a 38% market share currently, Chrysler has no plans to relinquish its leadership in the minivan segment as it introduces the new 2008 Chrysler Town & Country and Dodge Grand Caravan. With 35 new or improved features, including a segment-first six-speed transaxle mated to a new 4.0-L V6 engine, the automaker expects its “family rooms on wheels'’ to again change the shape of the minivan landscape-in some ways quite literally. Designers of the new Town & Country and Grand Caravan attempted to break the ubiquitous “jellybean” design mold, replacing it with crisper shapes inspired by the Chrysler 300 and Dodge Magnum, explained Mark Trostle, Chief Designer, Interior/Exterior Design Studio.
Sensor-linked lighting systems, automatic high-beam control, LED headlights, and brand-identifying cabin lighting are enhancing safety, convenience, and the feel-good factor. Unlikely though it may seem, the automotive industry is taking a cue from movies and the theatre with a new business program: “Lights, camera, action.” As with so much in today's world of wheels, it is electronics that lead the way towards the technology horizon, and vehicle lighting-exterior and interior-is a very significant part of it. With bend lighting and adaptive systems now becoming de rigueur in the premium sector and cascading down to cheaper cars, the link has strengthened between lighting and integrated technologies that complement its efficacy. Now, according to German lighting specialist Hella, those links will be significantly broadened with the combination of lighting and front-facing cameras: Not just infrared night vision systems that are already in production, but innovative CMOS (complementary metal oxide semiconductor) cameras that can peer into the darkness and make decisions for the driver about the spread and intensity of headlight beams that can spot road signs illuminated by the car's headlights, and subsequently support early warning and safety systems.
Items per page:
50
1 – 50 of 126