Hybrid Finite Element Model For Side Impact Simulations-6june07-1

BANGALORE INSTITUTE OF TECHNOLOGY
Hybrid Finite Element Model For Side Impact Simulations
Project Carried out in BANGALORE INDTITUTE OF TECHNOLOGY
Guide Dr. T. JAGADEESH , PG Co-coordinator, Bangalore Institute of Technology , Bangalore.
IV SEMESTER M.TECH M/C DESIGN
UMESH G S
SEPT 2005 to Oct 2010

INTRODUCTION :
Regulatory Requirement : It is mandatory for all passenger vehicles get Homologation (confirm officially) Certification of that country before launching any vehicles in that country. United States : National Highway Traffic Safety Administration (NHTSA) as per FMVSS Europe : Economic commission for Europe (ECE) India : Society of indian Automotive Manufactures (SIAMS) & Automotive research of India Crash Tests :
Frontal Impact ( FMVSS 208 , ECE R94, Euro NCAP ) Side impact ( FMVSS214, IIHS, ECE R95, Euro NCAP ) Rear Impact ( FMVSS 301, ECE R32 ) Roll over etc..
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Rear End
Side Impact Details :

Un struck side Struck side
Front End Dodge Neon model taken from : NHTSA (www- nrd.nhtsa.gov.com)
Struck side : Experiences large Elasto-plastic Deformations in Side Impact. Unstruck side (including front and Rear_end) : Experiences gross rigid body motion with elastic deformations.
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Elasto - Plastic deformation zones in side impact simulations.
Upper body beams
Under body beams Side body LH Side_Doors with Door trims
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Why to Represent the Unstruck side in detail ?
How to Reduce the Computation time ?

How to decrease the Model Size so that Computation space can be reduced ?
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Literature Survey :
Frontal impact Reduced Order model - Tomohiko ,Masanori et all, Kamal, etc Side impact Struck side reduced order model - Trella et all , Heon Young Kim, J.E Tomassoni, etc Rear End Hybrid model : - Lchiro Hagiwara, etc
Side impact Un-struck side representation by Hybrid element model is Not addressed in many studies.
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Objective of the Project :
The project will be directed towards Developing a efficient strategy to build hybrid finite element vehicle model for side impact analysis by retaining the elasto-plastic deformation zones with shell elements and the elastic/ undeformed zones with one dimensiona/Reduced ordered elements. Reducing Model size and Computation time without sacrificing model fidelity.
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Project Challenges
Side impact itself is a very Complex scenario - No Crush space Availability,
- Less time for Restraint system for activation,
- Occupant is very close to the Impact Zone.

-Lateral velocity can vary along the length of the car hence mass distribution should be proper.
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Dodge Neon Baseline Simulation: Assumptions: 1. Dodge Neon Model is Considered as a Base model and converted as a Side impact set up. 2. Unit System used in the Model.
Units Length milimeter ime Second onne Mass orce Newton
Instead of Moving Deformable Barrier (MDB) Rigid Barrier is considered for worst case scenario.
Rigid_Barrier_Details Mass of Rigid _Barrier Velocity of Rigid Barrier 1300 kg ( 1.3 tone) 13.91(30 mph) 13911 mm/second
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BANGALORE INSTITUTE OF TECHNOLOGY Baseline_Side_impact Setup :
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Dodge Neon Side impact Set up With Rigid Barrier.
0 milisecond
Deformed Shape at 90 milisecond IV SEMESTER M.TECH M/C DESIGN UMESH G S SEPT 2005 to Oct 2010

Base_Model_Details. Dodge_ Neon side impact base model details. Nodes Elements No. Of Parts Materials Properties Groups No of Joint Airbags Rigid walls Mass elements Cross sections
283880 275993 342 336 336 63 12 4 5 336 18
Mass Details: Structural Mass
Kg 782.5 534.34 1316.85
Computation Time : 64.1 Hours for 90 millisecond
Lumped mass Total_vehicle_mass
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Mean_strain_rate_Distribution for Baseline Model
Roof_bows
IP/Beam and Dash board

Side structure + Dog leg
B Piller Bar 3 Bar 2 Bar 1
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Side impact Mechanics. Collapse modes of main structure.
(Courtesy: 1999-01-3185 (SAE) Heon Young, Kangwon Nation University) IV SEMESTER M.TECH M/C DESIGN SEPT 2005 to Oct 2010
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Courtecy :CarBodydesign.com
UMESH G S SEPT 2005 to Oct 2010

Y - Velocity Matrics Parameters for Correlation : Global Energy Plot B-piller Intrusion Plot Latera Y - Velocity of the Vehicle at unstruck side (Rocker)
Global Energy Plot
B-piller Intrusion Plot
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ITERATION - 1: Lumped mass approach
Right Hand Side (Unstruck Side) of Full vehicle is replaced with a Lumped mass.
CG of the Mass Element is maintained same as that of the RH side CG.
Mass element is Connected with a Nodal Rigid Body to Vehicle.
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CG_NID X 3308.58 2907144 Y -65.9835
Mass : 471.243 kg
Z 523.412
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Lumped mass approach Results Y - Velocity
Global Energy Plot
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Results Comparison With Baseline:
Iteration -1 Baseline
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Results Discussion : 1. Results are matching till 35 milisecond as the deformation is in the struck side. 2. Due to the lack of Primary load carrying members complete geometry, Deformation stops at Struck side to mid of the vehicle. 3. Lumped mass behavior is different than the Structure deformation hence results show deviations later on. 4. Lateral Velovity Shows the difference because Absence of Structural member to transfer the Load. 5. Vehicle intrusion matches with the Baseline as the Overall Mass and Struck side structure behavious in the same manner as in baseline.
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ITERATION 2: Right hand side rigid material approach

Excluding the High deformation zone parts , Remaining parts in the Right hand side are Assumed rigid material by moving them all into one part.
Connection of this Rigid part is maintained with the body as it is.
Mass and CG of the Rigidized portion of the vehicle is maintained the same by adjusting the density of the Rigid Component.
All parts connecting to this Rigid part are taken care as a Xtra_Node option.
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Right hand side rigid material:Setup

Rigid Material
IP/Beam and Dashboar d
Roof bows
3 2 1
B Pillar
Highly deformable members are excluded from Rigid mat assignment.
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Right hand side rigid material: Rsults

Global Energy Plot Y - Velocity
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Results Comparison With Baseline:
Global Energy Plot Y - Velocity
RH Rigid material Baseline
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Results Discussion : 1. Global Energy , Lateral velocity, Intrusion Plots matches with the base line with in the acceptable range.
2. This simulations requires extra precaution to exclude Primary load carrying members from assigning them a rigid material.
3. Finding out the Rigid material Center of gravity and tuning the mass of the rigid material as per the actual mass is one more activity needs to be performed.
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ITERATION 3 : SUB SYSTEM LUMPED MASS
Representing the sub systems with Lumped masses with out effecting the vehicle characteristics.
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SUB SYSTEM LUMPED MASS :Right hand side door replacement
Door latch
Door hinges
18.83 Kg
IV SEMESTER M.TECH M/C DESIGN UMESH G S SEPT 2005 to Oct 2010
Right hand side door replacement with proper connections
18.31 kg
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Sub system lumped mass approach :Door replacement Baseline
Right hand side door replacement Results
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SUB SYSTEM LUMPED MASS: Hood Assembly Replacement
11.52 Kg
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SUB SYSTEM LUMPED MASS: Engine Assembly Replacement
286.5 kg
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SUB SYSTEM LUMPED MASS: Front and Rear Wind Shield Replacement
9.99 kg
14.06 kg
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SUB SYSTEM LUMPED MASS: Battery Assembly Replacement
17.73 Kg
Battery_assembly
IV SEMESTER M.TECH M/C DESIGN UMESH G S SEPT 2005 to Oct 2010
SUB SYSTEM LUMPED MASS: Radiator Assembly Replacement
7.60 kg
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SUB SYSTEM LUMPED MASS : intermediate results
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SUB SYSTEM LUMPED MASS : Front bumper replacement
12.29 kg
Front _ Bumper_Assembly
IV SEMESTER M.TECH M/C DESIGN SEPT 2005 to Oct 2010
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SUB SYSTEM LUMPED MASS : Fender replacement
2.56 Kg
2.56 Kg
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SUB SYSTEM LUMPED MASS : Lift gate(Rear hatch) replacement
8.95 Kg
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SUB SYSTEM LUMPED MASS : Rear bumper replacement
19.88 kg
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Sub systems with lumped mass final Model
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SUB SYSTEM LUMPED MASS : Results comparison
Sub system lumped mass approach Baseline
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z Case studies
Assembly_Name
No of elements
Nodes
Solving_tim e (Hours )
Base_line_run
275993
283862
6.41E+01
Case_Study-1
RH_NRB_With_Lumped_mass
141847
150284
2.89E+01
Case_Study_ 2
RH_Rigid_Mat_assigment.
132042
139780
3.60E+01
Case_Study_ 3
Sub_system_with respective Lumped masses at their CG.. Doors_with_mass Door_and_Hood_mass Door_and_Hood_windshield_mass Door_and_Hood_windshield_powertrain Door_and_Hood_windshield_powertrain_battery Door_and_Hood_windshield_powertrain_battery_ CRFM Door_and_Hood_windshield_powertrain_battery_ CRFM_Frt_bump Door_and_Hood_windshield_powertrain_battery_ CRFMM_Frt_bump_fender Door_and_Hood_windshield_powertrain_battery_ CRFMM_Frt_bump_fender_lift_gate Door_and_Hood_windshield_power_train_battery _CRFMM_Frt_bump_fender_lift_gate_rear_bump 250251 241805 240739 238543 237784 234800 226924 224146 218387 213534 257467 248829 247774 245913 245149 243258 235719 232822 227009 222178 4.44E+01 4.10E+01 3.88E+01 3.95E+01 3.81E+01 3.86E+01 3.63E+01 3.62E+01 3.31E+01 3.18E+01
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CONCLUSION :
Computation Results esults Computatio Computation Results Computatio correlation re uction reduction correlation n n reduction ime ime Baseline 64.1 . 100% % 3.58 GB . Baseline 64.1 8.1 100% % 4.58 GB umped umpe mass . 60% 1.1 GB . umped mass material 8.1 36 60% Rigid 95% 1.8 GB GB . 1.1 Rigid material s stem lumped mass 36 31. 95 % Sub 31.8 90% . 1.8 GB GB Sub s stem lumped mass 31.8 90% . GB
Overall Rating Poor Good Excellent
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FUTURE SCOPE OF THE PROJECT Reduced Hybrid model for side impact simulations where Struck and un struck side are represented by reduced order elements and which correlates with the experimental results.
Courtacy: Heon Young Kim, Sang Bum Kim, Kangwon Nation University IV SEMESTER M.TECH M/C DESIGN UMESH G S SEPT 2005 to Oct 2010

References :
1. T. J. Trella, R. R. Samaha, E. J. Smith, The use of Advanced Analytical Techniques in Side Impact Crashworthiness ResearchFifteenth International Conference on the Enhanced Safety of Vehicles, Melbourne, Australia, May 13-16, 1996. 2. T. Ariyoshi, Development of a Beam Element Model for an Analysis of a Motor Vehicle Rear End Crash, SAE International Congress and Exposition, Detroit, Michigan, USA, Feb26-Mar2, 1990. 3. M.Tani, R.I.Emori, A Study no Automobile Crashworthiness, Automotive Engineering Congress and Exposition, Detroit, Michigan, USA, Jan12-16, 1970. 4. M. M. Kamal, Analysis and Simulation of Vehicle to Barrier Impact, Automotive Engineering Congress and Exposition, Detroit, Michigan, USA, Feb27-Mar3, 1978. 5. H-S Kim, S-Y Kang, In-H Lee, S-H Park, D-C Han, Vehicle Frontal Crashworthiness Analysis by Simplified Structure Modeling using Nonlinear Spring and Beam Elements, Int. J. Crashworthiness, Vol2, No1,pp107-117,1997. 6. Heon Young Kim, Sang Bum Kim,Sang Soon Kwon,Sung Kook Oh, Chang Sup Ahn, A Study on The Hybrid Finite Element Modeling for Side Impact Simulation ( Copyright 1999 Society of Automotive Engineers, Inc. ) 7. lchiro Hagiwara, Yasuo Sasakura, Tadashi Nakagawa and Yoshihiro Kajio Nissan Motor Co., Ltd. International Congress and Exposition Cobo Hall, Detroit, Michigan February 23-27, 1981
UMESH G S
UMESH G S

Hybrid Finite Element Model For Side Impact Simulations-6june07-1

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BANGALORE INSTITUTE OF TECHNOLOGY