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2009-01-1232
ABSTRACT INTRODUCTION
Interior parts that are composed of plastic usually Most automobile interior parts consist of plastic
deform under various temperature conditions. It is components. These components must satisfy several
necessary to obtain the material properties for an criteria, including the thermal-cycle resistance, vibration
analysis of the thermal deformation under the heat cycle resistance, and impact resistance. The automobile
test. Specifically, creep data of plastic material was industry is working to reduce the thermal deformation
introduced for studying the time-dependent that occurs through periodical, seasonal changes. Of
deformational behavior of the pillar trim in the heat cycle late, these efforts have culminated in a plan to reduce
test. The time-hardening version of the power-law creep thermal deformation and increase the marketability of
model was applied to account for the permanent product in overseas markets.
deformation following the heat cycle test, which was
verified through a comparison of the test results with the To predict the thermal deformation, it is customary to
result of finite-element analysis for a simple model. In perform an experiment by using a test vehicle and to
this study, a methodology was developed for the optimal conduct simulation by running a finite-element analysis
design of the A-pillar trim in terms of the positions of the program on a computer. Nowadays, the movement of
mounts. The analyzed results were used to approximate vehicle components under constraints can be predicted
a function that was constructed by the response-surface by the rapid development of computing power and the
method. Design procedures were repeated to minimize continuing advances in the methodology for analysis.
the thermal deformation at the areas of interest. We also Also, studies of plastic deformation are underway in a
developed a methodology for designing the rib pattern of variety of ways. Choi[1] derived the residual stress
A-pillar trims. Nonlinear finite element analysis has been through the injection-molding analysis of a plastic
implemented and integrated with a method of sensitivity fender, and elaborated the means of predicting the
analysis for minimizing the thermal deformation at the thermal deformation by the assembly of the product that
areas of interest. is undergoing the stress. Using two-dimensional,
triangular elements, Yang[2] studied the strain,
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SAE Web Address: http://www.sae.org Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181 *9-2009-01-1232*
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Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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ε creep = Aσ n t m (1)
Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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The model for analysis is a front-pillar trim that is Figure 8 depicts a flowchart that roughly expresses
composed of 30 ribs and 3 mounts. The mesh of the FE the process of analysis of the thermal displacement. The
model is generated by using the Hypermesh[6]. Figure 6 process of analysis is segmented into heat-transfer
shows the FE model that is generated. The number of analysis for acquiring the temperature distribution and
elements is 3,691. The number of nodes is 1,874. As heat-stress analysis for acquiring the distributions of the
expressed in the following figure (Figure 7), the displacement and the stress. In other words, we acquire
boundary conditions entail fixing: the translational motion the temperature distribution of the whole FE model and
for the three mount; the perpendicular displacement of the data that are used to analyze the heat transfer. The
the element that is in contact with the chassis; and the heat-stress analysis is completed by repeating the static
perpendicular displacement of the element that is in analysis for the transient-state of the thermal cycle and
contact with glass the creep analysis for the steady-state. Figure 9
illustrates the results of the experiment on the real car.
Figure 10 presents the result, which is obtained from FE
analysis, on the displacement of the region of interest.
There is the difference of pillar trim for displacement of
headliner from displacement of contiguity in headliner.
However, the overall form of displacement is very
similar.
Figure 7 Loads and boundary conditions Figure 8 Flowchart of the procedure for analysis
Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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the maximum displacement of the overall model. design of pillar trims, we consider the design variable to
Through these results, we confirmed the suitability of the be the locations of three mounts. The factors are the
methodology for the present study. locations of mounts, as depicted in Figure 16. The levels
are described in Table 4. The objective function is the
sum of displacements, as shown in Figure 16. Moving
direction of mount is long way of pillar.
Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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Table 4 Factors and levels The regression function that is derived by using the
Factor Level 1 Level 2 Level 3 values in Table 5 is presented in Eq. (2). The R-squared
value of the regression function is 0.97, which means
A -20 mm -10 mm 0 mm the regression function is reliable.
Table 5 Full factorial table and results The variables X 1 , X 2 , X 3 that are used in the
Disp. in the
Maximum regression function are changed to the scaled values by
area of
No A B C disp.
interest
(mm)
using Eq. (3). The equation that relates A, B, C (the real
(mm) values of the translation of mounts) and X 1 , X 2 , X 3 is as
1 -20 -10 -50 5.3383 6.887 follows (Eq. (4)).
2 -20 -10 20 5.8660 9.908
⎛ 2 x i − {( x i ) upper + ( x i ) lower } ⎞
3 -20 -10 90 5.4645 14.190 Xi = ⎜ ⎟, i = 1, L ,3
⎜ ( x ) + ( x ) ⎟
4 -20 85 -50 4.0581 6.455 ⎝ i upper i lower ⎠
(3)
5 -20 85 20 4.8492 6.900
6 -20 85 90 4.6045 11.800 Where, Xi is ,X1, X2, X3 and Xiupper is upper boundary
of X1, X2, X3 and Xilower is lower boundary of X1, X2, X3.
7 -20 180 -50 3.5670 7.818
8 -20 180 20 3.7244 7.292 A = 10 X 1 − 10
9 -20 180 90 3.8671 10.490 B = 95 X 2 + 85
10 -10 -10 -50 5.2369 6.879 C = 70 X 3 + 20
(4)
11 -10 -10 20 5.8102 9.710
12 -10 -10 90 5.5716 14.080 As with Eq. (2), the regression function is a simple
13 -10 85 -50 3.9407 6.577 mathematical model. Hence, by using mathematical
optimization techniques, we acquire the following.
14 -10 85 20 4.3662 7.071
15 -10 85 90 4.4533 11.650 X 1 = −0.5163, X 2 = 0.3162, X 3 = −0.8253
16 -10 180 -50 3.3336 8.267
17 -10 180 20 3.3491 7.481 The above values are changed to the following
values by using Eq. (4).
18 -10 180 90 3.6566 10.420
19 0 -10 -50 5.2973 7.064 A = −15.163, B = 115.039, C = −37.771
20 0 -10 20 5.9401 9.545
The physical meaning of the above values is that
21 0 -10 90 5.6369 13.850 each A and C mount is relocated downwards from the
22 0 85 -50 3.8672 6.841 existing locations by 15.163mm and 37.771mm,
respectively, and the B mount is relocated upwards from
23 0 85 20 4.3874 7.012 the existing location by 115.039mm.
24 0 85 90 4.5004 11.470
Table 6 compares the result of the regression
25 0 180 -50 3.3134 8.615
function with the results of analysis, with regard to the
26 0 180 20 3.4856 7.444 optimal values. The values in parentheses describe the
27 0 180 90 3.6091 10.350 percentage reduction with reference to the displacement
of the original model. The error between the result of the
regression function and the result of analysis is 2.3%,
which implies that the regression function is reliable.
Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181
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(3) We confirmed that the total displacement of the 300 Chunchun-dong, Jangan-gu, Suwon, 440-746,
optimal model is reduced by 28.6%, as compared with South Korea
the displacement of the existing model, as the result of
the optimization of the mount positions. Phone: +82-31-290-7447 Fax: +82-31-290-7447
E-mail: suhmw@skku.edu
(4) By computerizing the design process for relying
on experience and exploiting techniques of optimization,
we laid the foundation for a systematic method of
design..
ACKNOWLEDGMENTS
Author:Gilligan-SID:12994-GUID:29283648-203.250.65.181