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Yield stress is a function of the equivalent plastic Yieldstressisafunctionoftheequivalentplastic
strainandthestrainrate
Caremustbetakentoaccountforthenatureof
theplasticdeformationandthusaflowofthe
materialatconstantvolumemustbesimulated.
Slide34 of88
Plasticity Plasticity
Usually, a Newton iteration technique involving the
unknown throughthe thickness strain in the element is
performed.
A noniterative, radial return approach will lead to a
deformation pattern involving a nonzero volumetric plastic
strain.
Poisson coefficient of the material during plastic
deformation equal to the elastic Poisson coefficient
Computertimesaving approach implemented in most
explicit finite element codes and approximation do not p pp
affect much results of crashworthiness simulations
(indication for small deformation nature of the problem)
Slide35 of88
Contact Treatment ContactTreatment
All early contact algorithm implementations All early contact algorithm implementations
were nodetosegment contacts:
If the nodes and segments are on different If the nodes and segments are on different
physical surfaces, a socalled masterslave contact
definition exists
If they are on the same physical surface, a so
called single surface contact definition exists
where the nodes of the surface are not permitted
to penetrate the shell elements that they define
Slide36 of88
Contact Treatment ContactTreatment
Contact definitions are an indispensable part of Contact definitions are an indispensable part of
the spatial discretization of the structure
Consist of a number of contact springs or spring Consist of a number of contact springs or spring
elements that are generated in the model as soon
as a penetration is detected and automatically as a penetration is detected and automatically
deleted from the model as soon as that very
penetration has been annihilated p
Contact stiffness controlled by the user, who
multiplies this default valuewith a penalty factor p p y
Slide37 of88
Contact Treatment ContactTreatment
Increase the penalty factor to avoid deep penetrations results in
unrealistic simulation results
An upper bound for stiffness required to maintain stability of
explicit integration explicit integration
A contact spring stiffness is so decided that it operates at the
stability limit and will stop penetration of the slave node through
th t t i i l ti t the master segment in a single timestep.
The penetration in a typical crash analysis where nodal velocities
are of the order of 10 m/s is:
10*0.000001=0.000010m=0.01mm
Safetyfactorof10withrespecttothestabilitydoesnotaffect
accuracy due to penetrations intrinsically allowed by contact accuracyduetopenetrationsintrinsicallyallowedbycontact
Slide38 of88
Contact Treatment ContactTreatment
The main problems in contact algorithms originate in the nodeto
t t f th d l d fi iti ll i th h segment nature of the model definition, as well as in the search
algorithms that define which nodes are in contact with which
segments
Treating nodetosegment conditions only leads to a systematic failure Treating node to segment conditions only leads to a systematic failure
of detecting edgetoedge or edge to segment penetrations.
For each slave node
Find the nearest master node
Fi d th t t t t d t thi t d Find the nearest master segment connected to this master node
Works well for smooth surfaces
Not for irregular meshes and high curvatures
The search of the nearest neighbor node is most inefficient and The search of the nearest neighbor node is most inefficient and
time consuming part of the explicit solvers for many years, even
after the introduction of the bucket sort algorithms
Slide39 of88
Contact Treatment ContactTreatment
Earlysearchalgorithmsdetectedanearestmasternodefor y g
eachslavenodeandselectedasinglenearestmaster
segmentfromallsegmentsconnectedtothenearest
master node masternode.
Analgorithmthatworksverywellforthesimulationofthe
contact of two smooth convex surfaces, but fails in many contactoftwosmoothconvexsurfaces,butfailsinmany
situationsthatoccurinthehighcurvaturefailuremodes
Inmultipleimpactsandhighcurvaturesinthemesh,as
wellasirregularmeshes:detectionofawrongneighbor
segment,allowingnumerouspenetrationstoremain
undetected. undetected.
Slide40 of88
ModelsDevelopmentBetween1987
d and1997
The stateoftheart model size for a full vehicle crashworthiness model
b f t f 15 f 10 000 t 150 000 l t grew by a factor of 15, from 10,000 to 150,000 elements
Homogeneous models to cover all load cases for frontal, side and rear
impact simulations by a single model.
Mesh size for uniform and multiload case model is between 5 and Mesh size for uniform and multi load case model is between 5 and
10 mm.
larger than 10 mm do not provide enough accuracy
below 5 mm make the element size smaller than the spot weld connections
A th h (b i k l t d li ) l k Another approach (brick element modeling) also make more sense.
If the total sheet metal surface of a bodyinwhite is about 25
square meters, it is expected that model sizes between 250,000
and 500,000 elements for a full bodyinwhite , y
Limit that should sensibly be used with shell elements. (Each
element represents between 0.5 and 1 gram of steel)
Slide41 of88
ModelsDevelopmentBetween1987
d and1997
Mesh is able to smoothly represent
Dr Hannes Moeller of
the deformed shape of the car body
Five elements (half a wavelength)
necessary to represent the width of a
buckle to represent deformed
Dr.HannesMoellerof
DaimlerChryslerCorporation
buckle to represent deformed
geometry
The simulation result remains mesh
dependent p
The predicted accelerations and
energy absorption will continue to
change until mesh convergence is
h d reached
This point lies between 10 and 16
elements per buckle
EvolutionofmodelsizeandCPU
from1988to1998
TablefromPriyaPrasad(2005)
Slide42 of88
ModelsDevelopmentBetween1987
d and1997
But model size is only the first half of the story Butmodelsizeisonlythefirsthalfofthestory
Meshandelementqualityareofutmost
importance for the reliability of the result of a importanceforthereliabilityoftheresultofa
crashworthinesssimulation
F d h i i Fromacoarseandroughapproximationto
highlypreciseandarigorousapproach
Meshingforcrashworthinesshasbecomea
professioninitsownright
Slide43 of88
Meshing process Meshingprocess
Every sheet metal component in the car body is meshed separately
i CAD f d t using CAD surface data.
For a precise model of the sheet in the midplane, offsets of the
surface data are carefully performed.
The sheet is then meshed in a regular way using mesh lines that are The sheet is then meshed in a regular way using meshlines that are
as much as possible parallel and orthogonal to the incoming
pressure wave and using triangles only where necessary.
Triangles are found in areas of mesh transition or areas of high Triangles are found in areas of mesh transition or areas of high
double curvature (warpage) only.
At the assembly of the individual sheets, offsets may be necessary
in order to guarantee a minimum gap between all parts so that no
i i i l i d initial penetrations are generated.
These gaps are also necessary to ensure a good performance of the
contact algorithms and avoid deep penetrations through the
midplane of the opposing part midplane of the opposing part.
Slide44 of88
Spot Welds SpotWelds
Currentlynoclearlysuperiormethodcanbedistinguished
Oneissueistherealrotationalstiffnessofthespotweld
Anotherproblemliesinthedesiretomakethespotweld
element location independent of the finite element mesh elementlocationindependentofthefiniteelementmesh
onbothflanges.
Flangesarecurrentlymeshedwithtwoelementsoverthe
width, automatic generation of a regular pattern for the width,automaticgenerationofaregularpatternforthe
spotweldelementsprovesaratherelusivegoal.
Inamodernvehiclemodel,between3,000and5,000spot
welds are modeled individually and roughly in their exact weldsaremodeledindividuallyandroughlyintheirexact
locations
Slide45 of88
Rubber and Bolts RubberandBolts
Moreandmorecareisbeengiventomodelingofthe
manyothervehiclecomponents
Caremustbegiventotheconnectionsbetweencar
body and sub frame realized by bolts containing rubber bodyandsubframerealizedbyboltscontainingrubber
bushings
rubberpartsrequireaprohibitivelyfinemesh
necessary to correctly account for the relative rotations necessarytocorrectlyaccountfortherelativerotations
betweenthebodyinwhiteandsubframe
canseverelyinfluencetheaccelerationresponseinthe
passenger compartment passengercompartment
Rigidbodyconnectionaswellasaspringelement
connectionwillbothleadtoerroneousresults
Slide46 of88
PowerTrain Power Train
Necessary to accurately model the mass, rotational inertia and center of
i i i f h i d i i bl k gravity position of the engine and transmission block.
The engine mounts modeled similar to the subframe mounts.
Decisive factor in determining the relative rotation between powertrain and
bodyinwhite bodyinwhite.
A cylindrical shell model with 5 or 6 elements over the circumference is
typically used to model driveshafts in order to simulate potential contacts
with brackets in the car body.
Spherical joints connect the driveshafts to the wheel knuckles and to the
transmission block.
To avoid small timesteps, rigid body definitions are usually superimposed on
the power train subsystem models the powertrain subsystem models.
For smooth contact forces between engine block and structure, the external
geometry of the engine block is accurately modeled using elements of a size
not much larger then the ones used for the car body g y
Slide47 of88
Axles Axles
Axle modeled using shell elements starting from CAD surface or line data.
For a typical McPherson front axle, this subsystem has modeling of the wheel
knuckle, suspension strut, lower control arm and stabilizer bar.
A detailed shell model to ensure that all potential contacts with structural
parts can occur in the model.
The stabilizer bar is modeled as a cylindrical bar with 5 or 6 shells over the
circumference.
If these elements have a very small dimension, mass scaling or other
techniques can be used to prevent a dramatic decrease in the calculated
stable timestep.
h bb b h h h d l d l d d l h The rubber bushings in the chassis model are not modeled in detail, as the
subframe and engine mounts.
A series of revolute, cylindrical and spherical joints provide the correct hinges
between the chassis parts as well as between chassis and car body structure between the chassis parts as well as between chassis and car body structure.
Slide48 of88
Wheels Wheels
The wheels are connected to the axle models.
The wheels consist of detailed geometrical models for
wheel rim, brake disk and outer tire.
The wheel rim and the brake disk are usually rigidly The wheel rim and the brake disk are usually rigidly
connected to the wheel rim, thus preventing the wheel
from rotating.
This must obviously be improved if mishandling simulations This must obviously be improved if mishandling simulations
are performed, but is acceptable for crash simulations
necessary to account for the correct inertial response of
the wheel.
The wheel can become a major load path in offset or
oblique frontal crash events.
The tire stiffness must be accurately simulated The tire stiffness must be accurately simulated.
Slide49 of88
Tires Tires
Theairinthetireissimulatedusingtheairbagalgorithms g g g
oftheexplicitcodes
Thepressureofaconstantamountofairinthetireasa
functionofthecompressedvolume,assumingisothermal
orisentropicconditions.
A remaining problem is in the material model of the tires Aremainingproblemisinthematerialmodelofthetires
themselves.
Existingtiremodelsarefartoocomplextobeincorporated
infullvehiclecrashmodels,andresearchisneededto
generatereasonableandefficientapproximations.
Slide50 of88
Steering Assembly SteeringAssembly
Thesteeringrackanditsconnectionstothewheelknucklemodeled
i il t th f t d l similartothefrontandrearaxles.
Acorrectmodelingofoutercontoursreleasingthecorrectdegrees
offreedomintheconnectionsusingjointand/orspringelementsis
usually considered sufficient usuallyconsideredsufficient.
Adetailedmodelisbuiltthatcouplesthetranslationalmotionof
thesteeringracktotherotationofthewheelsinthestudyof
frontaloffsetandobliqueimpacts.
Veryoften,asteeringrackmodelthatisfixedtothesubframe
structureisused,thuseffectivelyblockingthewheelrotation.
Thesteeringcolumnisusuallymodeledasasetofcylindricaltubes
lidi i h h slidingineachother.
Itisthisslidingmotionthatsimulatesthetelescopicdeformationof
thesteeringcolumnasthedummyhitsthesteeringwheel.
Slide51 of88
Engine section Enginesection
Enginemotioniscrucialforthedummyresponseinthepassenger
compartment during a frontal impact compartmentduringafrontalimpact.
Enginemotionisatleastpartlydeterminedbycontactswiththestructure
andothercomponentslocatedunderthehood.
Componentsincludethebattery,radiator,airconditioningunit,automatic p y, , g ,
brakingsystemunit,ventilatorsandelectroenginesattheradiator,
radiatorbracketandlightbrackets.
Someofthesearemildsteelstructuresandcanbemodeledassuch.
Others are hard points and little care must be given to the determination Othersarehardpointsandlittlecaremustbegiventothedetermination
oftheirstiffnessaslongastheresultingstrengthisconsiderablyhigher
thanthatofthesurroundingstructuralparts.
Anexceptionistheradiatormodel,whichmustcrushundertheimpactof
h i bl k d h d i l i theengineblockandsomewhatdampitsaccelerationresponse.
Equivalentmodelsbasedonforcedisplacement curvesdeterminedina
droptest
Slide52 of88
Doors Doors
Structural model of the doors sufficient for the simulation of frontal and
rear crashes rear crashes
For side impact load cases, door inner components must be carefully
modeled.
Hinges and locks must be modeled in such a way that the correct g y
rotational degrees of freedom are released between the door model and
the model of the bodyinwhite.
Door structures are mostly quite weak with respect to bending.
The inner components such as guide rails for the window electrical The inner components such as guide rails for the window, electrical
motors, loudspeakers and the window glass provide the flexural stiffness
of the entire component, and thus, determine the critical timing of the
impact between door and occupant.
h i i l f h d i i i d i i h The inertial response of the door structure is important in determining the
velocity of impact with the dummy.
The mass of the door as well as the masses of its individual components
should be carefully checked. y
Slide53 of88
Rest of car model Restofcarmodel
Windshieldandbumperaremodeledinfrontalimpact,
whereasthefueltankandsparewheelandtireare
typicallypresentinrearimpactmodels.
The instrument panel may be required for the Theinstrumentpanelmayberequiredforthe
simulationoffrontalandsideimpactandthefront
seatsareessentialinallmodels.
Roughly 50 to 60 percent of the total vehicle mass is Roughly50to60percentofthetotalvehiclemassis
modeledandacarefulmasscheckistypically
performedatthisstage.
Th i i d d l ll dd d Theremainingmassesaretracedandlocallyaddedto
themodelasdensityincreasesand/ornodaladded
masses
Slide54 of88
SoftwareDevelopmentBetween1987
d and1997
Modeling technology has evolved towards ever larger and more
d t il d i l d l f th hi l i t f detailed numerical models of the vehicle in a quest for more
accuracy and more reliability in the results.
Software development trying to run and manage these models with
continuously increasing size using essentially the same basic continuously increasing size, using essentially the same basic
technology.
A first important focus point of development was on animation
packages for rapid postprocessing for visualization of the simulated
crash event and the deformation modes of the car body and for
display of plastic strain, stresses and energy densities over the
individual parts.
This allowed the engineer to immediately identify those This allowed the engineer to immediately identify those
components that absorb more or less energy
Interactive preprocessing software of the models to quickly
incorporate structural changes p g
Slide55 of88
SoftwareDevelopmentBetween1987
d and1997
Effort has been to increase the efficiency of the solvers
Explicit finite element codes have been optimized to the point that they
run in a 99 percent Vectorized mode.
The elementbyelement nature of the codes lends itself particularly well
for Vectorized processing considering the nodal force assembly, and the p g g y,
search algorithms in the contactimpact routines.
Parallelization of the codes achieving ever better scaling performance on
both shared memory and distributed memory machines.
A major advance was the replacement of node based contact search A major advance was the replacement of nodebased contact search
algorithms by socalled segmentbased search algorithms.
The old algorithms based on the search of a nearest master node for every
slave node are always computertime consuming even if bucket sorting
i hi i i improves this situation.
With the new segmentbased search methods, an algorithm was
introduced that is not only computationally much more efficient, but also
improves on many of the shortcomings of older algorithms. p y g g
Slide56 of88
SoftwareDevelopmentBetween1987
d and1997
Techniques developed in order to allow explicit simulations to run with a
constant time step value constant timestep value.
The stable time step of the analysis is linearly dependent upon the shortest
mesh dimension in the model.
As deformation changes (reduces) this dimension, a drop of the timestep
h i ll id bl seems mathematically unavoidable.
Indeed it is not possible to keep a constant timestep during a crash
simulation with highly deforming shell elements without changing the physics
of the problem.
Small strain formulations where the influence of the change in geometry upon
the element stiffness is ignored from a certain point on (or during the entire
analysis), to a controlled reduction of the materials elastic modulus as it
plastically deforms.
The most widely used method is mass scaling.
As an element dimension decreases, the corresponding material density or
nodal masses are increased in such a way that the resulting time step remains
constant. co sta t
Slide57 of88
SoftwareDevelopmentBetween1987
d and1997
The basic technology of explicit finite element codes same
d h l d d during the last decade.
One of the major improvements in accuracy was the
replacement of degenerated quadrilateral elements by a true
C0 t i l l t d b B l t hk C0 triangle element as proposed by Belytschko.
This element is free of hourglass modes and has a bending
response equivalent to the flat quadrilateral Belytschko and
Tsa element Tsay element.
Major improvement with respect to a degenerated quad but
still must be used with care and in limited numbers mainly
because because
inplane shear stiffness that can be too high in certain cases
Slide58 of88
SoftwareDevelopmentBetween1987
d and1997
A large number of special purpose options were added
to the codes in order to fulfill crashspecific functions
in the models.
Such as rigid bodies, but spring elements, spot weld g , p g , p
elements, joint elements and occupant simulation
oriented options such as seatbelt, and airbag models.
These mainly improve the application scope of the ese a y p o e e app ca o scope o e
codes.
It seems that the simulations have arrived at a
crossover point where the factor limiting the accuracy crossover point where the factor limiting the accuracy
of the simulation is no longer the mesh, but rather, the
numerical algorithms that are used in the explicit finite
element codes element codes.
Slide59 of88
Limitations of Current Technology LimitationsofCurrentTechnology
Any finite element simulation activity can be seen y te e e e t s u at o act ty ca be see
as a chain with two links.
The first link is the numerical model, essentially a
hypercomplicated massspring system whose
dynamic behavior is an approximation of the
continuum (the car) that is to be modeled. ( )
The second link is the software or the numerical
algorithm to perform a numerical time integration of
the system of ordinary differential equations the system of ordinary differential equations
The solution obtained on the computer is an
approximation of the correct (analytical) solution approximation of the correct (analytical) solution
Slide60 of88
Limitations of Current Technology LimitationsofCurrentTechnology
The main problem with early simulation work was clearly
the coarseness of the shell element mesh representing the
car body.
This resulted in simulation of the low curvature (high
wavelength) buckling modes only, and thus constantly
overestimated the energy absorption in the structure since
high curvature modes were precluded from the simulation
b th tl f th h by the outlay of the mesh.
Too coarse meshes generally resulted in too stiff behavior
of the energy absorbing, highly deforming structural parts.
The weak link in the chain was clearly the mode, and any
additional loss of accuracy due to the use of very simple
algorithms was almost welcome.
Slide61 of88
Algorithms weak link Algorithms weaklink
Some of the algorithmic deficiencies tended to compensate for the
d t th f th fi it l t h errors due to the coarseness of the finite element mesh.
Penetrations allowed due to failing contact algorithms and zero energy
modes in underintegrated shell elements
Greater potential for improvement in the near future lies in the use Greater potential for improvement in the near future lies in the use
of more accurate algorithms rather than in further refinement of
the models.
In other words, the algorithms have become the weak link in the g
chain.
Improved algorithms for shells and contacts have been available in
explicit codes for quite a while, but have not been used extensively
for a variety of reasons including increased computer time and lack for a variety of reasons, including increased computer time and lack
of numerical robustness.
Slide62 of88
Edge to Edge penetrations EdgetoEdgepenetrations
Approximately half of all numerical problems in modern crashworthiness
analysis are caused by edge to edge penetrations analysis are caused by edgetoedge penetrations.
The complex surfaces with high double curvature are discretized by large finite
elements, resulting in a polygonal surface with lots of links and edges.
Edgetoedge penetrations can go undetected since they cause no nodal
i h h f h penetrations through any of the segments.
It makes the model less stiff than the actual structure where no penetrations
can occur.
Consequent movements of the penetrated segments can easily lead impacts q p g y p
of nodes on segments from the wrong side.
Suanomalies in the models will lead to local instabilities, hourglassing due to
the extreme outofplane loads and potentially abort the simulation
prematurely. p y
Classical contact algorithms set the tangled nodes free and allow penetration
without any further checks resulting in a further loss of realism.
Edgetoedge algorithms are currently being introduced into all commercial
explicit finite element codes explicit finite element codes.
Slide63 of88
Hourglass Hour glass
Increasingly finer models allows for detection of the influence of
th d d th di t b ti the zeroenergy modes and the corresponding perturbation
hourglass forces in the numerical models.
The perturbation hourglass forces are nodal forces introduced
numerically in order to prevent the hourglass velocity components numerically in order to prevent the hourglass velocity components
in the element from becoming unbounded.
Although these forces are supposed to make up for the missing
element stiffness, they do not correspond to a stress in the
element, and thus constitute an external force field of rather
arbitrary magnitude controlled by userdefined coefficients.
Due to the introduction of this force field, a perturbationstabilized
under integrated element may behave both too weak or too stiff underintegrated element may behave both too weak or too stiff
compared to reality.
Slide64 of88
Integration points Integrationpoints
Full integration using fourGauss integration points in the element of the
bilinearly interpolated element bilinearly interpolated element.
Unfortunately, straightforward solution does not work.
Fully underintegrated elements with uniform bilinear interpolation suffer
from another drawback called shear locking. g
Shear locking occurs when nonzero outofplane shear strains are
predicted by the element in conditions of pure bending resulting in an
overlystiff element response.
This problem is caused by uniform interpolation: if out of plane This problem is caused by uniform interpolation: if outofplane
deflections are interpolated with higher order rather then bilinear
functions, formulations that exhibit no shear locking are possible.
However, complexity increases which decreases element performance.
Development of a fullyintegrated element that avoids all shear locking
and maintains the simplicity of uniform bilinear interpolation has proven
to be a challenging task.
Slide65 of88
Selective Reduced Integration SelectiveReducedIntegration
Severalsolutionsexisttoneutralizehourglassmodes
usinguniformbilinearinterpolationwhileavoiding
shearlocking.
A first possibility is the selective reducedintegration Afirstpossibilityistheselectivereduced integration
(SRI)elements.
Thissolutionconsistsofperformingafullintegration
for the membrane and bending strains combined with forthemembraneandbendingstrainscombinedwith
areducedintegrationfortheoutofplaneshear
strains.
Th l ff i l id h l ki f Theseelementseffectivelyavoidshearlockingfor
rectangularelementsbutsomeproblemsstilloccurin
irregularmeshes
Slide66 of88
ANS elements ANSelements
Assumednaturalcoordinatestrain (ANS) elements.
I i di fi ld i l diff i d b i d Isoparametric coordinate field is no longer differentiated, but improved
estimates of the outofplane shear strain field are used directly.
This approach leads to a formulation without shear locking independently of
the quadrature rule used and both reduced integration and full integration
i l i i i i l li i fi i l d implementations exist in most commercial explicit finite element codes.
A reduced integration ANS element does not solve the original hourglass
problem and would not suffer from shear locking.
The advantage of the ANS approach for these elements lies in the improved g pp p
accuracy obtained in irregular meshes.
In particular, the ANS element passes the Kichhoff patch test, whereas
elements with classical quadrature of the shear strains always fail this rather
elementary requirement. y q
A very efficient fullyintegrated ANS element exists in the LSDYNA code,
which overcomes all hourglassing and shear locking problems at a cost of
roughly three times the original Belytschko and Tsay shell element
Slide67 of88
ANS contd.. ANS contd..
If full integration is still perceived as not efficient enough to allow
t i t di l l h thi d l f parametric studies on largescale crashworthiness models of
vehicles, a more economical approach may be given by physical
stabilization.
Here underintegrated versions (preferably of the ANS element) are Here, under integrated versions (preferably of the ANS element) are
used and an approximate analytical integration is performed over
the element of the nonconstant part of the strain
The constitutive law is invoked in order to estimate hourglass
stresses resulting in a set of nodal forces that are supposed to
correct missing stiffness components of the element rather exactly.
This approach is much more efficient than full or reducedselective
integration and requires only about 30 percent more computer integration and requires only about 30 percent more computer
time then the original Belytschko and Tsay element. The element
also passes the Kichhoff patch test
Slide68 of88
Flat Geometries FlatGeometries
Nexttotheexistenceofzeroenergymodes,asecondpotentialproblemis
itslimitationtoflatgeometries.
TheuseoftheMindlinplatetheorywherethefiberdirectionisassumed
tocoincidewiththenormaltotheplatesurface.
Inwarpedelements,bendingstraincanbeunderestimatedfortwo
reasons.
Rotationsnormaltotheelementwillnotcauseanycurvaturetobecalculatedalthough
theserotationsmaynotbeparalleltothenodaldrilldegreesoffreedom(fiber
direction)inallnodesoftheelement.
Forceloadsintheelementplaneshouldalsocausebendingstrainsinawarpedelement
andwillfailtodosowhentheunmodifiedBelytschkoandTsayelementisused. y y
Thoseeffectswillleadtothefailureofthesocalledtwistedbeamtestby
thiselement.
Slide69 of88
Software issues conclusion Softwareissues conclusion
It should be emphasized strongly that none of the improvements
described above affect the original assumption that only small
deformations exist within a single shell element.
These improvements are merely meant to correct some These improvements are merely meant to correct some
deficiencies of the element formulations within this framework.
Thus, the use of more sophisticated elements does not allow the
f h use of coarser meshes.
All rules developed earlier to determine mesh density of a
crashworthiness model still apply.
A good crashworthiness simulation can only be obtained if the
mesh is able to smoothly represent the deformed geometry of the
car body. y
Applications of FE ApplicationsofFE
Slide71 of88
Component Models ComponentModels
Components are typically
t t d i b th i t ti d tested in both quasistatic and
dynamic modes
Dynamic
Drop silo : Component is fixed Drop silo : Component is fixed
to the ground on a load cell
and loading is typically applied
from the gravitational fall of a
rigid mass onto the free end of rigid mass onto the free end of
the component.
Sled test: Component mounted
horizontally onto the sled
which subsequently is launched
Railtestsetup SledTest
which subsequently is launched
to impact a rigid or deformable
surface with the component
making first contact.
FigurefromPriyaPrasad(2005)
Slide72 of88
Component Models ComponentModels
Theraildeformationsexhibited
two plastic hinges at the rail
Railresponse
twoplastichingesattherail
curvatures,rotationatthefree
endandplastichingeatthefixed
end.
k f d h
p
peakforceincreasedwithimpact
speedfrom50to60kPa,dueto
strainrateeffectsofthematerial
TheFEsimulationcorresponding p g
to8.2m/simpactagreedquite
wellwiththetestresultwhenthe
strainrateeffectswereincluded
inthesimulation.
Increasingthenumberofshell
elementsfrom2,000to3,000
showedminorinfluenceonthe
overall response
SrailfinaldeformationsInitialimpact
overallresponse
speedsof2,4.5and8.2m/sintoa
rigidwall.
FigurefromPriyaPrasad(2005)
Slide73 of88
Component Models ComponentModels
MeasuredandFEcalculatedforces
MidRaildeformations
M d d FE l l t d f t MeasuredandFEcalculatedforcesagreement
LiketheSrailresponse,thepeakforceincreasedwith
increasingtheimpactspeedduetostrainrateeffects.
FigurefromPriyaPrasad(2005)
Slide74 of88
Substructure Models SubstructureModels
Impact speed was 13.4 m/s.
In this simulation, no strain rate effects were included in the
analysis since the midrails were manufactured from high strength
steel, which typically exhibits little strain rate effects
TablefromPriyaPrasad(2005)
Slide75 of88
Fullscale vehicle structure models Full scalevehiclestructuremodels
Evolution of the models Evolutionofthemodels
insizeandcomplexity
since1980s
Detailmodelingof
vehiclestructuresan
integralstepinthe
vehicledesignprocess
ff Offsetimpact
requirements
FordTaurusmodel(2001)hasover1.5Millionelements
TablefromPriyaPrasad(2005)
Slide76 of88
An example model Anexamplemodel
Approx.10mmx10mmshellelementsinfront
structureforplastichingesandbuckling
Theengineandtransmissionsimulatedbyrigidshell
elements, representing the mass and moments of elements,representingthemassandmomentsof
inertiaattheenginesCGlocation
Coarsermeshforstructurebehinddashpanel
Th di t i lid l t Theradiatorusingsolidelements
Twofrontdoorsincludedwithhinges
The rear doors were excluded Thereardoorswereexcluded
Aninstrumentpanelwasalsoincludedalongwith
appropriatestructuresforkneerestraint.
Slide77 of88
An example model Anexamplemodel
ModelStatistics: ContactDefinitions
61,500shellelements
500solidelements
25beamelements
1 200 spot welds
Arigidwallinfrontofthevehicle
withstickcondition.
Automaticcontactsurfaceswere
definedinsixzonesasfollows:
1,200spotwelds
15joints
40concentratednodalmasses
10 springs
Frontleftcorner(uptofrontbody
hingepillar)
Frontrightcorner(uptofront
bodyhingepillar)
10springs
200parts
66,000nodes
Frontcenter(includeuptothe
middleoftheengine)
Rearcenter(frommiddleofthe
enginetothefirewall)
Driversidecentrepillartodoor
Passengersidecentrepillartodoor
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Results Results
CRAY YMP8E system.
Time step was approximately 0.7 s
A 100 ms simulation was completed in
about 45 hours on one processor.
Was necessary to refine the radiator
The initial (at time
y
model for severe hourglassing
Intermediate vehicle configurations
(not shown) exhibited realistic
sequential deformations as seen in
The initial (at time
0) and final (at
100 ms) vehicle
deformed shapes
q
highspeed film analysis of barrier
crashes.
Time histories of the global energy
balance, velocity at the front rocker, , y ,
and barrier force provided very
reasonable results, comparable to test
data
Initialimpactvelocity13.4m/s
FigurefromPriyaPrasad(2005)
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IntegratedVehicleOccupant
d l RestraintsModel
Attempts have been made to couple occupant Attemptshavebeenmadetocoupleoccupant
andstructuralcodes
Conceptually all FE codes can accomplish this Conceptually,allFEcodescanaccomplishthis
task,sincerigidbodyequationsofmotionare
a special case of the FE formulation aspecialcaseoftheFEformulation
Severalcodesweredeveloped,most
i di i i l d prominentdiscussionsononesinglecodewas
fromOveArup, SchelkleandRemensperger.
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Khalil and Sheh model KhalilandShehmodel
Vehicleincludingabodyin
hit t t f f d
Modelstatistics:
whitestructureofafourdoor
passengersedan,
Engine,transmission,etc.,
weighing 1 750 kg
70,000shellelements
9,000solidelements
300beamelements
weighing1,750kg,
Bucketcarseatstructurewith
theseatcushion,
Energy absorbing steering
1,300spotwelds
300parts
91,000nodes
Energyabsorbingsteering
columnwithasteeringwheel
andfoldedairbag,
Instrumentpanel,includinga
d i id k b l
20contactsegments
driversidekneebolster,
Doorstructure,and
HybridIIIdummy
FigurefromPriyaPrasad(2005)
Slide81 of88
Khalil and Sheh model KhalilandShehmodel
Total energy remained The velocity trace agreed quite well with Total energy remained
approximately constant throughout
the 100 ms duration
Thevelocitytraceagreedquitewellwith
testdata,particularlyatthepointwhere
thevehiclevelocitycrossesthezeroline
FigurefromPriyaPrasad(2005)
Slide82 of88
Khalil and Sheh model KhalilandShehmodel
The pulse shape with its
two peaks and the times at
which they occurred is
consistent with
experimental data.
The first peak force almost
coincided with the results coincided with the results
obtained from one test.
However, the second peak
was only 60 percent of the was only 60 percent of the
test value due to inexact
modeling of the engineto
dash panel interactions dash panel interactions.
Barrierunfilteredforcetimepulse
FigurefromPriyaPrasad(2005)
Slide83 of88
NCAP tests ( 35mph) NCAPtests(35mph)
NCAP test 0 ms NCAP test 100 ms NCAPtest 0ms NCAPtest 100ms
Fullrigidbarrier Vehicle+
Dummy(HIII)
FigurefromPriyaPrasad(2005)
Slide84 of88
Pole Impact 30mph PoleImpact 30mph
Pole impact (initial) Pole Impact (after 100ms) Poleimpact(initial) PoleImpact(after100ms)
Requiresadetailed
FE model FEmodel
FigurefromPriyaPrasad(2005)
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Offset test 30 mph Offsettest30mph
Initial Final Initial Final
Requiresadetailed
FEmodel
FigurefromPriyaPrasad(2005)
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Summary of simulations Summaryofsimulations
Differencein
frontal
deformations
corresponding
totheprevious
fourimpact
scenarios scenarios
Frontalvehicledeformations
FigurefromPriyaPrasad(2005)
Slide87 of88
Conclusions Conclusions
Although the FE technology for structural mechanics
was introduced in the early sixties, it took about 25
years of additional development to apply it successfully
to crashworthiness simulation of automobile
structures.
The developments were mainly in nonlinear problem
formulation of shell elements, reduced spatial formulation of shell elements, reduced spatial
integration, explicit time integration, plasticity, and
contactimpact treatments.
The role of super computers and code vectorization The role of super computers and code vectorization
was indeed indispensable for the development of full
scale vehicle models.
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Conclusions Conclusions
The mideighties to the midnineties time span can be The mid eighties to the mid nineties time span can be
characterized as the renaissance period of FE
crashworthiness models.
Generic and actual components of vehicle structures as
well as fullscale vehicle models were developed to
i l t f t l id hi l i t ith b i simulate frontal, side, rear vehicle impact with barriers.
Vehicletovehicle collisions were also developed and
analyzed In addition to vehicle structural modeling analyzed. In addition to vehicle structural modeling,
dummy and air bag models were created and their
responses were validated against experimental data p g p
Slide89 of88
Conclusions Conclusions
In 1995, a process was established to integrate vehicle In 1995, a process was established to integrate vehicle
structure, instrument panel, steering assembly, driver
air bag and Hybrid III dummy models in a single FE
model.
This process centered on integrating existing
t d b t d l d l l components and subsystem models and clearly
demonstrated that explicit FE technology can simulate
both structural and restrained occupant response both structural and restrained occupant response
resulting from a vehicle crash in a single integrated
model, although the results are preliminary.