Search Results

IQS score (hard to open/close) is a major factor in determining automotive door closing performance. There are several functions that automotive side doors must fulfill: isolation from snow/ rain/ noise/ dust/ high temperature, wind noise, and opening/closing functions. This paper focuses on side door Opening/Closing, which is not only the primary function but also the first operation that all customers experience when car shopping. As the subjective demands of customers have increased and their level of sophistication has grown, the ergonomics of automotive side door functions has become a critical issue for both designer and customer. The side door area does not generally have specifications because door operability totally relies on each customer's senses and there are no parameters to be measured by test/experimental devices. So the IQS score could become the standard for evaluating a door's difficulty of opening and closing.

It is common knowledge that body attachment stiffness is an important factor of road noise performance. Thus, a high stiffness of body attachments is required, and determining their optimized stiffness and structure is necessary. Therefore, a method for improving body attachment stiffness and validating the relationship between stiffness and road noise through CAE and experimental trials was tested. Furthermore, a guideline for optimizing body structure for road noise performance was suggested.

Along with the efforts to cope with the increase of functions which require higher communication bandwidth in vehicle networks using CAN-FD and vehicle Ethernet protocols, we have to deal with the problems of both the increased busload and more stringent response time requirement issues based on the current CAN systems. The widely used CAN busload limit guideline in the early design stage of vehicle network development is primarily intended for further frame extensions. However, when we cannot avoid exceeding the current busload design limit, we need to analyze in more detail the maximum frame response times and message delays, and we need good estimation and measurement techniques. There exist two methods for estimating the response time at the design phase, a mathematical worst-case analysis that provides upper bounds, and a probability based distributed response time simulation.

In this study, an optimized structure for opening the headlining considering the deployment of the face-to-face roof airbag was studied. It was confirmed that the deployment performance differs depending on the skin of the headlining, and a standardized structure with mass production was proposed. Non-woven fabric and Tricot skin, which are economical and high-end specifications, satisfy the performance of PVC fusion application specifications after cutting 80% of the skin. The structure that satisfies the entire body including the knit specifications is a type that separates the roof airbag area piece, the corresponding soft piece is separated, and the deployment performance is satisfied with safety. Therefore, the structure is proposed as a standardized structure. This structure is expected to be applicable to roof DAB (Driver Airbag), PAB (Passenger Airbag), and Sunroof Airbag, which will be necessary technologies to secure indoor space.