Design, 3D printing and analysis of MAP POCKET
Authors Name/s per 1st Affiliation (Author)
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line 3-City, Country
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Abstract- Plastics structures often undergo permanent
deformations at support location such as ribs, bosses etc.
Remaining area of part barely takes loads as compared to
these stiffened locations. Hence, achieving optimum design
through FEA helps in reducing number of prototypes required
for testing. Vehicle interiors are primary source of injuries
when occupants interact with them in the event of an accident.
The extent of injuries is depending on energy dissipating
characteristics of interiors and severity of accidents. An
automotive interior trim assembly having a map pocket. The
trim assembly comprises a trim panel and a housing that
forms at least a portion of the map pocket. CAD designing of
plastic map pocket will be done using CATIA V5 software.
Discretization (Meshing) will be done with help of
tetrahedron/hexahedron elements using ANSYS 19
Workbench.
INTRODUCTION
In various traffic accidents, side impacts are frequent and
often result in extremely harmful crashes. Global accident
statistics show that side impacts account for approximately
30% of all impacts and 35% of total fatalities. Side impacts
also require more attention because of considerably less
crash zone for absorbing energy in the side of the cars
compared to the front and rear structures and consequently
the occupants sit almost within the crash zone, which often
results in severe injuries. The region around the door of the
vehicle is subject to large deflections into the driving
personnel’s space during side impact, it is therefore
necessary to produce a standard ‘worst case scenario’
design criteria that a design can be produced for and
attempt to reduce the risk of injury to the occupants. On the
road cars, however, much research has focused on the
development of countermeasures including the vehicle side
Authors Name/s per 2nd Affiliation (Author)
line 1 (of Affiliation): dept. name of organization
line 2-name of organization, acronyms acceptable
line 3-City, Country
line 4-e-mail address if desired
structure energy absorption and human response in side
impact events. In period of development stage of the car, it
is very important problems to the vehicle industry that the
side impact crashworthiness is forecasted. Now days the
normal practice is CAE modelling and analyzing the
methods. Based on the analysis process of the subsystem
design for side impact performance in the CAE developing
process of a certain type car, the paper expounds on the
problem solving principle and method for the car side
impact FEM simulation.
The design and modelling of FEA subsystem considers the
factors that influence side impact response like vehicle
crush space i. e. amount of occupant space intrusion,
Impact speed, Occupant position, Vehicle safety features
dependent on model year, side door construction strength,
use of deformable padding, availability of side impact air
bags, height and consistency of impacting bumper, Use of
safety restraints. The modelling quality depends upon the
modelling methods of main parts, which, in turn, depends
upon its structural features and response features in the
impact process. Generally speaking, the modelling of door
trim of side impact consists of three parts. The first is the
body in white. The second is the assembly of plastic door.
The third is connections between trim and BIW. The
assembly of the door may be carried out as per the general
guidelines prepared from experience of door development.
The assemblage of the complete door model is realized
through adding related connections or constraints at the
connecting points. Finally, make of boundary conditions
and all kinds of contact problems in the model. current
study has been done on a subsystem for which the physical
test data is available to validate the proposed methodology.
Typical parts in FE model of the door trim assembly
include carrier along with mounting clips, map pocket, top
roll, trims for decorative purpose, trimmed BIW, foam
 padding for reduction of intensity of impact, the door
armrest speaker grill, grab handle for opening and closing
purpose and some decorative component for aesthetic
purpose. BIW on which the door trim assembly is mounted
taken from a full vehicle FE model used for frontal
simulations. ANSYS software used for meshing and
modelling of map pocket.
Fig.1 Typical parts in Car Door assembly
LITERATURE REVIEW
Maria Ciliberti et al [1], The use of door modules as a pre -
assembled functional unit inside a car door is discussed. This
includes reasons why a door module should be used and why a
long glass fiber reinforced polypropylene (PP) product is a
good material of choice. As an example the development of
the door modules for the new Ford Fiesta is given, including
the mechanical and production design of the StaMax P long
glass PP carrier. * Special attention is paid to the excellent
dimensional reproducibility of this material which is critical
for door module designs in which the carrier also manages the
wet and dry separation (e.g. “sealed” designs). Further
integration potential for future door modules is also
highlighted.
Taruvai, R et al. [2] described in their research work An
automobile door is a complex module, which consists of
various fixed and movable subassemblies and components.
Parameters such as safety, vehicle dynamics, aesthetic and
strength are critical while designing the door assembly. Apart
from the above, the design of door trim should minimize BSR
(buzz squeak and rattle) at vehicle running conditions.
Stiffness is one of the key engineering requirements which if
not optimized will result in higher BSR levels and failure of
the door trim components. In this study, more importance is
given to optimize the stiffness of door trim. As per DVP
(design verification and planning) standards of the OEMs, the
range of deflection for the plastic trim parts is defined
considering the conditions, comfort level and location of use.
If stiffness is higher than the requirement, the door trim plastic
parts are harder and will violate the quality and safety norms.
Park, H. [3], Carmakers have tried to lower the vehicle weight
for raising fuel efficiency. This trend involves a trade-off with
the vehicle stiffness. In automobile interior parts, the thickness
has needed to be decreased for the weight reduction but this
makes the stiffness worse. A new approach for improving the
stiffness due to the weight reduction is required and various
optimization methods at early development stage have been
introduced currently. However, it is difficult to apply
optimization for the interior parts since many interior parts'
structures generally depend on the design. But as studying the
structure in detail, we discovered some factors that affect the
performance without depending on design. The door trim is
selected for optimization item because it has many
characteristics of automobile interior parts. In our case study,
the factors that improve the performance of door trim without
changing design are considered as fastener position and flange
rib layout. The optimization process for door trim was
established. Size optimization is used for Fastener position and
Topology optimization is used for Flange rib layout. The
optimum design of door trim is implemented by improving the
stiffness.
Ren-Jye Yang et al. [4] in this paper they talk about
commonly used for weight reduction in automotive industry.
The design variables for MDO are often selected based on
critical parts, which usually are close to optimal after many
design iterations. As a result, the real weight reduction benefit
may not be fully realized due to poor selection of design
parameters. In addition, most applications require running
design of experiments (DOE) to explore the full design space
and to build response surfaces for optimization. This approach
is often too costly if too many design variables are
simultaneously considered. In this research, an alternative
approach to address these issues is presented. It includes two
optimization phases. The first phase uses critical parts for
design iterations and the second phase use non-critical for
weight reduction. A vehicle body structure is used to
demonstrate the proposed strategy to show its effectiveness.
The new strategy consists of two phases: design phase and
weight reduction phase. It starts with topology optimization to
rank the relative importance of the design variables. Based on
the ranking, the design variables are divided into two or three
groups. The top group consists of the critical parts and the
bottom is non-critical.
Guha P. Manogharan et al, [5] In this paper author discuss
about Given the attention around additive manufacturing
(AM), organizations want to know if their products should be
fabricated using AM. To facilitate product development
decisions, a reference system is shown describing the key
attributes of a product from a manufacturability stand-point:
complexity, customization, and production volume.
Complexity and customization scales enable the grouping of
products into regions of the map with common levels of the
three attributes. A geometric complexity factor developed for
cast parts is modified for a more general application. Parts
with varying geometric complexity are then analyzed and
mapped into regions of the complexity, customization, and
production volume model. A discrete set of customization
levels are also introduced. Implications for product
development and manufacturing business approaches are
discussed. Among all the aspects of manufacturing, we have
identified three key attributes that can serve as a reference
frame for com-paring products to find underlining categories
that call for similar strategies. By identifying key attributes of
manufacturing it is possible to build a reference system and a
map. The reference system is based on three attributes:
production volume, customization, and complexity.
Production volume simply refers to the number of parts made
in a given timeframe such as a lot size or order quantity. When
it comes to manufacturing, production volume can range from
the billions of aluminum beverages cans produced in a year to
a single set of dies used in injection molding or a single
custom bio-implant. Complexity refers to the number of
features a part contains, the geometry and location of the
features. In general, the more complex a part is, if not
impossible, it is more difficult to manufacture with the
traditional subtractive or formative means.
Per Thilderkvist et al. [6] In this research paper they give the
idea about The use of thinner sheets and the introduction of
new materials has meant that the stiffness and dent resistance
of exterior panels has become more focused in the automotive
industry during the last years. The objective of this study was
to investigate the influence of material choice and the effect of
varying stamping process conditions on the stiffness and static
dent resistance of automotive panels. The experiments were
performed on a double-curved panel. Four different materials
were included in the study: an aluminium grade, a mild steel, a
high-strength steel and a stainless steel. For each material, two
different stamping process conditions were adopted to obtain
different strain, stress and thinning distributions in the panels.
characteristics adequate fracture toughness to resist forces and
crack propagation, with an improved mechanical and
structural properties. The aim of this research was to analyse
the nanoparticle microstructure and possible reinforcement of
different resins behaviour to enhance productivities for ADT.
Also to analyse the behaviour of different polymer resins in
the attempt to make filaments for use in AMT, contributing to
the sustainable search for natural resources of resins for 3D
printing. Novel test analyses were carried out, which included
mechanical evaluation of the materials for tensile and
compression stress, density, glass transition temperature,
Frequency analysis and optimization as well as the functional
analytic behaviour of the samples with differential scanning
calorimetry (DSC).
PROBLEM STATEMENT
Plastics structures often undergo permanent deformations at
support location such as ribs, bosses etc. Remaining area of
part barely takes loads as compared to these stiffened
locations. Hence, achieving optimum design through FEA
helps in reducing number of prototypes required for testing.
OBJECTIVES
 To prepare CAD design of map pocket using Catia
V5
 To design various models with variation in rib design
 To select suitable material available in 3D printers
for manufacturing
 To perform Meshing and Nonlinear (Material and
Contact) Analysis
 To 3D print single specimen using suitable printer for
Testing purpose
 To perform Compression test on UTM for extracting
Reaction forces vs deflection plots
 To make comparative analysis between FEA and
Experimental results
 Results & Conclusion

Muhammad Ismail et al. [7] from this paper we learn about

The evolution of Additive manufacturing technologies (AMT)
with Bioengineering production materials have been
constantly researched, but not all have the necessary
 I. METHODOLOGY III. MESH

ANSYS Meshing is a general-purpose, intelligent, automated

high-performance product. It produces the most appropriate
mesh for accurate, efficient multiphasic solutions. A mesh
well suited for a specific analysis can be generated with a
single mouse click for all parts in a model. Full controls over
the options used to generate the mesh are available for the
expert user who wants to fine-tune it. The power of parallel
processing is automatically used to reduce the time you have
to wait for mesh generation.

Fig.No.2 Flowchart for the Methodology

II. CAD MODEL OF SNAP FIT

Fig. 4 meshing of model

BILINEAR MATERIAL PROPERTIES

Fig. 3 CATIA model

Material properties of Polypropylene

IV. BOUNDARY CONDITION

A boundary condition for the model is the setting of a known
value for a displacement or an associated load. For a particular
node you can set either the load or the displacement but not
both.
 Stresses on model

VI. FORCE REACTION

Fig. 5 The boundary condition of the model

V. STRUCTURAL ANALYSIS

Total Deformation
 The total deformation & directional deformation are general
terms in finite element methods irrespective of software being
used. Directional deformation can be put as the displacement
of the system in a particular axis or user defined direction. 
Total deformation is the vector sums all directional
displacements of the systems.

Fig.10 force reaction of TPU

Force Convergence

Fig.No.6 Deformation results

 REFERENCES:
1]"Developments in Thermoplastic Door Modules" by Maria
Ciliberti , Warden Schijve
2] "A Study on Various Structural Concepts of Automotive
Door Trim." by Manoranjan Sahoo, Liangfei, R., Gudula,
H., Taruvai, R.
3] "A Study on New Approach of Optimization for the
Automotive Plastic Interior Parts," by Jo, H., Kim, Y., Lee, H.,
Park, H.
4] "An Effective Optimization Strategy for Structural Weight
Reduction" by Ren-Jye Yang, Ching-Hung Chuang and Yan
Fu.
5] Making sense of 3-D printing: Creating a map of additive
manufacturing products and services by Brett P. Conner, Guha
P. Manogharan, Ashley N. Martof, Lauren M. Rodomsky.
6]"Influence of material properties and stamping conditions on
the stiffness and static dent resistance of automotive panels"
by Stefan Holmberga,*, Per Thilderkvist
7]"Analytical optimization of a nano particle of micro
structural fused deposition of resins for Additive
Manufacturing." by Bankole. I. Oladapo, A. O. M. Adeoye,
Muhammad Ismail.