Search Results

This paper presents an unambiguous and intuitive method for identification of steering column resonant (SCR) mode of vibration. One simple but overlooked technique to determine the SCR mode in-vehicle is to provide local stiffnesses of the body locations where the Instrument Panel (IP) attaches, to the IP suppliers to be used in their design and development. This paper describes how this technique is useful in predicting the first few important in-vehicle steering column modes for different classes of vehicles, with examples presented in each class. The results obtained from such analyses are compared against those from direct in-buck simulations. This technique is not limited to its application in developing IP systems, but can easily be extended to include other systems such as seats, fuel tanks, etc. Also it is shown that a design optimization analysis may be performed using these attachment stiffnesses as design variables resulting in a system level solution.

Visteon has developed a CAE procedure to qualify instrument panel (IP) products under the vehicle key life test environments, by employing a set of CAE simulation and durability techniques. The virtual key life test method simulates the same structural configuration and the proving ground road loads as in the physical test. A representative dynamic road load profile model is constructed based on the vehicle proving ground field data. The dynamic stress simulation is realized by employing the finite element transient analysis. The durability evaluation is based on the dynamic stress results and the material fatigue properties of each component. The procedure has helped the IP engineering team to identify and correct potential durability problems at earlier design stage without a prototype. It has shown that the CAE virtual key life test procedure provides a way to speed up IP product development, to minimize prototypes and costs.

Traditionally, the passenger airbag door for an instrument panel (I/P) is a separate component assembled to the substrate, where the panel has an opening for the airbag module. The airbag door (usually made of TPE material) arrives to the assembly line from the airbag module supplier to be installed to the I/P. The grain and gloss between the door cover and the I/P class “A” surface must match closely. This paper describes the implementation of the passenger airbag door as an integral part of the instrument panel. This approach provides superior craftsmanship to the vehicle interior system. The I/P area that contains the seamless passenger airbag is weakened from the B-surface.

Recycled resins can meet performance requirements on products which were initially designed for virgin materials. Olefinic instrument panel (I/P) scrap is being recycled from the Mazda Tribute and the Ford Escape into glove box bins. As a result, a quality part is being supplied to the customer and Visteon's Saline Plant has realized both increased plant operating efficiencies and landfill cost avoidance. The development process is described including: plant regrind sources, part molding and testing.

Occupant knee impact simulations are performed in the automotive industry as an integrated design process during the course of instrument panel (IP) development. All major automakers have different categories of dynamic testing methods as part of their design process in validating their designs against the FMVSS 208 requirement. This has given rise to a corresponding number of knee impact simulations performed at various stages of product development. This paper investigates the advantages and disadvantages of various types of these knee impact simulations. Only the knee load requirement portion of the FMVSS208 is considered in this paper.

In today's global economy, the automotive design engineer's responsibilities are made more complex by the differences between regulatory requirements of the various global markets. This paper compares instrument panel head impact requirements of FMVSS 201 with its European counterparts, ECE 21, and EEC/74/60, Interior Fittings. It describes the similarities and differences between these regulations and explains the unique requirements for each market. It then compares processes for development and validation testing in both markets. It also covers related topics like self-certification, witness testing, radii, projections, and interior compartment doors. The cockpit design engineer will gain an understanding of the factors involved in ensuring that their design fully meets the requirements of the subject regulations.

Occupant head impact simulations on automotive instrument panels (IP) are routinely performed as part of an integrated design process during the course of IP development. Based on the requirements (F/CMVSS, ECE), head impact zones on the IP are first established, which are then used to determine the various “hit” locations to be tested/analyzed. Once critical impact locations are identified, CAE simulations performed which is a repetitive process that involves computing impact angles, positioning the rigid head form with an assigned initial velocity and defining suitable contacts within the finite element model. A commercially available CAE process automation tool was used to automate these steps and generate a head impact simulation model. Once the input model is checked for errors by the automated process, it can be submitted to a solver without any user intervention for analysis and report generation.