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Decklid Beavertail stiffness 향상을 위한 Parameter Study
선광상(Kwangsang Seon),방선호(Sunho Bang) 한국자동차공학회 2012 한국자동차공학회 부문종합 학술대회 Vol.2012 No.5
The decklid is mainly used in sedan style vehicle. It is open and close system to input luggage and cover the luggage room. If the decklid has weak stiffness, It will be deformed during painting process. And Deformed Decklid will cause a Fit & Flushness issues. These problem affects manufacturing firm’s image and vehicle quality. Accordingly, we have to improve the stiffness of decklid. This paper is the study about sensitivity analysis of decklid’s design variable. In this research we analyze the sensitivity of each design variable. And we expect reduction of time and cost to modify the decklid that is build. This result can be applied to design of Decklid. we suggested that the effective control factors of decklid.
Knee Air Bag 전개를 고려한 Knee Bolster System 최적화 연구
선광상(Kwangsang Seon),방선호(Sunho Bang),박상근(Sangkeun Park),김용석(Yongsuk Kim) 한국자동차공학회 2014 한국자동차공학회 학술대회 및 전시회 Vol.2014 No.11
automotive industry has steadily tried to reduce the Vehicle weight to improve fuel. there have been studied aiming at reducing weight by changing thickness or new lightweight material. in this study, we took both thickness and material arrangement as design variables to enhance reducing the weight. this study suggest optimized knee bloster system concept model considering FMVSS208 regulation with Air Bag Module Bracket stiffness without mass increase. design factor, are selected and the intersection is evaluated among design factors using function analysis of DFSS. multi-disciplinary optimization process is conducted to get the optimal design. the validation runs are carried over to achieve the resonable design solution to implement the optimal solution to the physical vehicle proprietary optimization tool.
Gap/Flush 품질 개선을 위한 Fascia support bracket 형상 optimization study
조현성(Hyunsung Jo),선광상(Kwangsang Seon),박상근(Sangkeun Park) 한국자동차공학회 2018 한국자동차공학회 학술대회 및 전시회 Vol.2018 No.11
In designing vehicles, the finish is always quality control, and it is no exaggeration to say that quality sells vehicles. One of the important factors that determines its quality is Gap/Flush management. The gap between Body-In-White parts consisting of steel or aluminum and exterior parts consisting of plastic is a directly visible area in the eyes of consumer. It should be consistent and has almost no gap. In particular, the front fascia in front of the body, which consists of a weak and large plastic parts, can be occurred sagging by weight of itself, and thus some system is needed to prevent this deflection and to match with Body-In-White parts. Screw jack is the system attached to the fascia support bracket. Tightening screw jack makes touching to the golden bracket, which is just blow and has relatively strong stiffness. Then, continuing tightening screw jack will lift the fascia support bracket, which has relatively weak stiffness, and raise the fascia parts on it, so preventing the entire front fascia from sagging. After all, tightening and loosening the screw jack will allows front fascia to adjust its deflection. In this paper, we conducted a DFSS project to improve front fascia deflection control system of screw jack through optimizing the shape of fascia support bracket. In addition, we performed test for comparing with CAE analysis and verifying the improved performance of screw jack.
이한결(Hankyul Lee),선광상(Kwangsang Seon),김성현(Sunghyun Kim) 한국자동차공학회 2023 한국자동차공학회 부문종합 학술대회 Vol.2023 No.5
This study began with the demand for an improved analysis and design process for the robust design of the vehicle’s towing system, triggered by performance defects found in the physical test. Research was conducted in the order of first revising the current FE model to precisely capture the root cause of the physical test result. Detailed joint modeling including solid meshed bolt and bolt pretension was added to the FE model to capture the bolt fastening force, which was the root cause of the test defect. Consequently, possible tolerance and deviation range of design and test variables were defined and applied to the model to secure the design robustness. Using the Kriging method based on the number of factors and ranges, system response surface was derived which is applied to design the system effectively and robustly.
모드 해석 방법의 절차 개발 과정 소개 및 해석 결과 비교 (MODAL, FRF, KE)
조현성(Hyunsung Jo),최재영(Jaeyoung Choi),선광상(Kwangsang Seon),박상근(Sangkeun Park) 한국자동차공학회 2022 한국자동차공학회 부문종합 학술대회 Vol.2022 No.6
During vehicle structural analysis with CAE (Computer Aided Engineering) method using FEM (Finite Element Method), the first one is the MODAL analysis. For the detail of MODAL analysis, I will explain at main chapter. The more Degree of Freedom is used in MODAL analysis, The more real flexible body motion, it have. But it needs to use more memory for the process of analysis. So, in commercial program, the Lanczos method is preferred for proceeding of mode analysis with quickly and efficiently. Using this method, it is possible to set the desired frequency interval and it can specify the number of modes you want to see. Especially, it is possible to view and evaluate natural frequency values from low-order modes such as First mode and Second mode, which are the main interests of the user, and dynamic behavior in that mode in a short time. However, as the number of parts used in the analysis model increases, it is difficult to find an accurate mode value only in the region of interest. This is because the modes of multiple parts come together with the same mode value. Especially, if the dynamic behavior you want to see is a vibration caused by a specific part, mode analysis alone is not enough. Therefore, the FRF (Frequency Response Function) method is used, which is easy to see the behavior of a particular mode of interest only, but cannot see the dynamic behavior of the mode, and it is impossible to numerically compare exactly what percentage of the mode of the desired part. Therefore, the KE (Kinetic Energy) method is used which shows exactly how much percentage each part accounts for in each mode in total mode, so it is easy to find the desired mode, and then, through mode analysis, it is possible to immediately check whether it is the desired mode or not. Therefore, in the end, for accurate mode analysis, it was previously evaluated in only one method through MODAL analysis, but now all three additional methods need to be analyzed.