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Automotive Trim Design

For Indian automotive customers the scenario is almost similar nowadays, the buying parameters list has increased recently and the new addition is the
aesthetics of automotive trims design of the vehicle. Be it any category of vehicles, the OEM’s concern for the quality of automotive trims and fit & finish has
increased exponentially.

-Pratik Shukla
    

Most important factors when buying a car:

A recent study was conducted by Statista in the US for mapping the inclination of automotive customers towards the key buying factors. Image below shows
that safety & fuel efficiency are the winners but significant numbers are with High Quality & Design as well.

While carrying out automotive trims design all of the parameters from Statista should be evaluated priority wise and design channels
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such that the final thing fits best in all the parameters and the outcome is the best of all possible cases. This series of blogs 
help you? Trim Design 1/2/3)
(Automotive
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will focus on the key design considerations in line with the buying parameters and their significant impact on the ease of product development for Indian
OEMs. The example used in this blog are based on the projects we have completed for various clients in the recent past.

Following is the general workflow that is followed for the design and development of interior and exterior automotive trims in OEMs.

The styling and design teams at automotive OEM’s always walk an extra mile to make the best looking interior and exterior automotive trims. But, when it
comes to engineering for feasibility study, there are various constraints that are not well thought and analyzed due to time constraints. As a result, the best-
looking styling gets compromised in the production vehicle. Above shown workflow the initial activity of styling and Class A Surface modelling is done by the
client and the rest of the activity is done by ASI with client representatives at every stage of development.

To support OEM’s overcome such challenge of delivering competitive and superlative quality automotive trims, we have come up with a methodical approach
that focuses on the major selling points of the vehicle. The approach is explained through following 3 blogs:

Blog-1: Class A Surface engineering feasibility check & feedback. (You are reading this blog) (refer block-1 from above image)
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Blog-2: Matching concept design (Cut-lines and type of fit philosophy) in detail.(refer block-2 from above image)

Blog-3: Master sections, Detailed Design considerations, B-Surface Modelling, Supplier Feedback & drawing release(refer block-3 from above image)

Class A Surface feasibility check

The Class A surface provided by the OEM is passed through various engineering constraint channels defined for a given part. An example of A-Pillar trim is
considered and all the engineering considerations are explained one after another.

General Flow Image

For instance, an A-Pillar interior trim of class A Surface will go through following channels and checked for worst case scenario in terms of weather
conditions and manufacturing tolerances:

1. Class A Surface Homologation Check:

a. ECE-R21 is to be referred to comply with interior fittings regulation, specifically for sharp edges (minimum corner radius), Head injury criteria and projection
rules. (Refer image below)

b. AIS-021 is to be referred for A-Pillar obstruction angle which should be less than 6°. The Class A Surface should not obstruct the vision which lies generally
between the ceramic lining for windshield and door glass beading. (Refer image below)

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For all these homologation checks, basic tools & macros are used to expedite the repeated process.

2. Surrounding parts check:

a. Windshield: Class A Surface needs to be non-interfering with the windshield and edge of the trim on windshield side should be positioned from the glass
surface and ceramic line at uniform distance.
b. Body Panel: Considering the space for mounting the Class A surface position should be at minimum distance to accommodate the mounting philosophy
decided.
c. Electrical: Any harness that is behind the A-Pillar needs to be offset and interference to be checked, the values of clearances need to be confirmed by the
client as it is purely based on manufacturing tolerances.
d. Instrument Panel: Basic IP & A-Pillar integration needs to be studied, cutline and mounting method to be check with current A-Surface
e. Roof Trim/lining: Generally, the Class A Surface of Roof lining & A-Pillar is made together so the chances of a wrong A-Pillar surface there is less however,
it has to be checked for matching and the mounting philosophy.
f. Door Flange Beading: Based on the concept of Class A Surface above or below the beading the lip of the beading and surface near that area to be checked
for worst case scenario.
g. Curtain Airbag: In case of top variant model where curtain airbag is necessary, enough space requirement is to be checked in co-ordination with BIW &
airbag design team.

3. Serviceability:
In case of access to connectors/harness/speakers etc. behind the A-Pillar Trim, the part should be easy to remove and reassemble. Basic servicing
philosophy should be thought off with Class A Surface and few sections, this will be done in detail during Class B Surface modelling, however in case of any
abnormality in the Class A Surface can be pointed out at this stage.

4. Assembly Locus:
Considering the high volumes OEM’s aim at, the time required by an operator to fit the part to the vehicle on an assembly line should be minimum. Also, the
assembly steps should be easy to understand and follow. To do the same, considering the flexibility of the part, assembly locus is defined and the steps are
checked. In case of an A-Pillar the positioning of the part in Instrument panel has to be studied in detail.

5. Tool Accessibility:
In case of any screw/bolt/clip that is used to fasten the part on the vehicle, tool required to mount it should be checked on the CAD for the reachability and
operational hinderances, if any.

6. Manufacturing:
The manufacturing process & material needs to be finalized with the client and feasibility is to be checked accordingly, generally in case of passenger cars
the PP (Poly Propylene) granules will be melted and injection molded in a die to make A-Pillar Trims, however in Buses, vacuum forming or FRP lay-up can be
used.

Based on the decided thing, feasibility for draft angle, unnecessary undercuts are to be checked. Parting line, slider lifter direction needs to be studied in
detail. Detailed considerations for avoiding plastic defects need to be studied during B-Surface & Master section stage.

7. Part Durability:
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The part should be durable in all weather conditions, for that basic thermodynamic calculations are done to identify the maximum 
elongation & contraction of
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the part during heat cycle and cold cycle respectively. Mounting method should be decided to control the dimensional stability of the part. /
8. Part Handling:
Material handling teams at all OEM’s spend huge amount of time in designing trolleys and effective material management to ensure minimum damage of
parts arriving on assembly line. While designing the part, such considerations of having non-abrupt features and sharp edge on corners etc. help in better
handling of the parts.

9. Customer Perception:
Nowadays, customers perceive the strength of the vehicle by looking at automotive trims and sometimes pressing them at locations. In order to enhance that
perception of buying a stronger vehicle, finger press test is conducted at easily accessible locations to ensure it feels strong. The basic level 2D CAE can be
conducted to check the local strength of the part. Based on this, the thickness profile of the part and ribs arrangements can be decided.

The outcome of passing the Class A Surface through all these channels is the feedback drawing which includes all the details of why and how the Class A
Surface modification is necessary. ASI engineering team provides automotive trims design services and discusses the feedback and explains the styling
team about the constraints.

Similar activity is designed for other automotive trims as well for which there might be many other design considerations will be in effect.

Once the Class A Surface is updated it is rechecked by the engineering team for all constraints and passed on for the detailed design that will be discussed in
the 3rd Blog.

Read Related Blogs

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 (https://advancedstructures.in/blogs/biw-benchmarking-part-3-data-analytics-weld-mapping-thickness-mapping-mounting-philosophy/)

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