Wallen To Witz 1996

This article was downloaded by: [The University of Manchester Library]
On: 17 December 2014, At: 09:01

Publisher: Taylor & Francis
Informa Ltd Registered in England and Wales Registered Number: 1072954 Registered office: Mortimer
House, 37-41 Mortimer Street, London W1T 3JH, UK
International Journal of Crashworthiness

Publication details, including instructions for authors and subscription information:
http://www.tandfonline.com/loi/tcrs20
Predicting the crashworthiness of vehicle

structures made by lightweight design materials
and innovative joining methods
Henning Wallentowitz & Henrik Adam
a
*Head of Institute, Aachen University of Technology, Institute for Automotive

Engineering (ika), Aachen, Germany
b
**R+D Manager Body + Chassis Systems, Forschungsgesellschaft Kraftfahrwesen

mbH (fka), Aachen, Germany
Published online: 08 Jul 2010.
To cite this article: Henning Wallentowitz & Henrik Adam (1996) Predicting the crashworthiness of vehicle structures
made by lightweight design materials and innovative joining methods, International Journal of Crashworthiness, 1:2,
163-180, DOI: 10.1533/cras.1996.0012
To link to this article: http://dx.doi.org/10.1533/cras.1996.0012
PLEASE SCROLL DOWN FOR ARTICLE

Taylor & Francis makes every effort to ensure the accuracy of all the information (the Content)
contained in the publications on our platform. However, Taylor & Francis, our agents, and our licensors
make no representations or warranties whatsoever as to the accuracy, completeness, or suitability
for any purpose of the Content. Any opinions and views expressed in this publication are the opinions
and views of the authors, and are not the views of or endorsed by Taylor & Francis. The accuracy of
the Content should not be relied upon and should be independently verified with primary sources of
information. Taylor and Francis shall not be liable for any losses, actions, claims, proceedings, demands,
costs, expenses, damages, and other liabilities whatsoever or howsoever caused arising directly or
indirectly in connection with, in relation to or arising out of the use of the Content.
This article may be used for research, teaching, and private study purposes. Any substantial or
systematic reproduction, redistribution, reselling, loan, sub-licensing, systematic supply, or distribution in
any form to anyone is expressly forbidden. Terms & Conditions of access and use can be found at http://
www.tandfonline.com/page/terms-and-conditions
Predicting the crashworthiness of vehicle structures made by lightweight

design materials and innovative joining methods
Henning Wallentowitz* and Henrik Adam**
*Head of Institute, Aachen University of Technology, Institute for Automotive Engineering (ika), Aachen, Germany
**R+D Manager Body + Chassis Systems, Forschungsgesellschaft Kraftfahrwesen mbH (fka), Aachen, Germany
Downloaded by [The University of Manchester Library] at 09:01 17 December 2014
(Received 23 October 1995; and in revisedform 10 February 1996)
Abstract - New materials (high strength steel, aluminium) and new joining methods (spot weld-bonding, clinching, toxing,
riveting) are increasingly important in body engineering due to the demands of weight and cost reduction in the automotive
industry. At the same time manufacturers and customers demands on passive safety are growing. Thin-walled columns are
basic components in the concept and design of automotive body structures. Their crashworthiness behaviour is of
fundamental importance in the safety design of the whole vehicle because their plastic collapse is the mechanism that is used
to dissipate the kinetic energy of the vehicle in an accident. The mechanism of plastic collapse should be reliable and its
evolution during the crash regular so that the desired quantity of absorbed energy, a low load uniformity and the required
level of deformation load can be achieved without increasing danger for the vehicle passengers.
To predict the characteristic values of automotive front structures energy absorption, e.g. weight specific energy absorption,
load uniformity and structural effectiveness, the buckling of thin-walled columns, representing body front side members,
were investigated in an experimental study. Geometries used for front side members like closed-hat, double-U and octagonal
columns made by conventional steel, high-strength steel and light alloys were joined with different joining methods e.g. spotwelding, press-joining and structural adhesive. The design parameters of the specimen (t/a-ratio, flange width, joining width,
material thickness, etc.) were varied in a wide range. Axial and non-axial quasi-static tests and even dynamic tests with
different collision speeds were carried out.
The results of this experimental based study are useful in the advanced crashworthiness design phase of automotive body
structures. A software tool for body engineers, named 'PRE-CRASH', will be available soon to predict crashworthiness of the
design. Due to that, design time and experimental work during prototype testing can be reduced in near future.
NOTATIONS
a
b
C
DF
DFK
D- U
D- V
D- Z
e
el.
eP(;
efw
E,
eta
el/
Fmm
Fmem
Fo,mem
F,,,,",,
G-L
H
HEXA
I
n
OKTA
PS
PSK
RPO, 2
width
height
flange width
press-joined
press-joined adhesive
double-U
double-V
double-Z
joining distance
load efficiency
peak load harshness
peak load ratio
total energy absorption
structural effectiveness
load uniformity
global peak crush load
mean load
mean value of local peak loads
mean value of local minimal loads
Gamma-L
closed-hat
hexagonal columns
length
number of edges
octagonal columns
spot-welded
spot-welded adhesive
yield strength
material thickness
0 WoodheadPublishing Ltd
163
IJCrash I996 Vol I No 2
DESIGN TARGETS AND REQUIREMENTS OF VEHICLE BODY STRUCTURES

The realisation of design targets and requirements relating to more passive safety of transportation
especially in vehicle design has resulted in an increasing weight of passenger car bodies. This
increasing weight is in contrast with a reduction of energy consumption and COz-emissions. From that
point of view, it is necessary to find compromises to realise these two contradicting targets of vehicle
engineering.
The variety of possible collisions that have to be considered in design (Figure 1) as well as
progressive load-deflection curves of the front-end structures aiming to achieve an adequate
compatibility to cyclists and smaller cars (Figure 2) prevents the development of lighter and safer
cars.
rear 2,3%
source: mot I Mercedes-Benz

94.164-1ds4
Statistical analysis of crash direction

Figure 1, Types of collisions in road transportation
li
.-0
al
sunrival structure
energy absorption for

occupant protection
compatibility
lower forces
'5
In
01
0
al
Q
cc
-_
sllWX
deflection s
Figure 2. "Step-progressive"characteristic of an automotive front structure
164
0 Woodhead Publishing Ltd
The base for a modem concept for passive vehicle safety is a rigid passenger compartment that
ensures that this body substructure remains un-destroyed after a collision. In front of the passenger
compartment, an energy absorbing structure is arranged in the direction of the expected introduction
of load. This structure decreases the risk of an injury to the passengers in the case of an accident, by
restricting acceleration under a biomechanical acceptable level. The kinetic energy has to be
dissipated in a load-deflection characteristic adapted to the surroundings of the vehicle. The current
target for crashworthiness design in respect of an optimised compatibility is the "step-progressive
characteristic" of the front structure mentioned in Figure 2.
Figure 3 depicts the principle of typical front side member load-deflection curves representing
crashworthiness performance in two different mechanisms of energy absorption, bending collapse and
regular buckling. The behaviour of the front side members in a case of bending collapse does not
match the requirements of crashworthiness design targets.
-z
30000
25000
u 20000
Q)
15000
L
10000
5000
Ol
0
50
100
150
200
250
200
250
Deflection [ mm ]
Figure 3a. Typical load-deflection curve of the bending collapse of steel columns
25-
01
50
100
150
Deflection [ mm 3
Figure 3b. Typical load-deflection curve of the regular buckling of steel columns
165
IJCrash 1996 Vol I No 2
Even the crashworthiness characteristics of the regular buckling of front side members have to be
optimised especially concerning the characteristic values of the energy-absorption mechanism for a
front side members which are in respect to Figure 1-4:
0
total energy absorption E, expressed by the area under the load-deflection curve
peak load ratio ep"
peak load harshness epG
load efficiency eL
load uniformity eU
.t.'lll,,,,
Finax
F,,,,",,"
F,i,,ll,,"
=
=
=
mean
mean load
global peak crush load
mean value of local peak loads
mean value of local minimal loads
160-
Sg.1
Deflection [ m ]
Figure 4. Load-deflection curve with characteristic deformation loads
IJCrash 1996 Vol I NO 2
166
With respect to the step-progressive characteristic of a body front structure, the design targets for the
compatibility of different accident members regarding the peak load ratio is eP" = 1 .O. Furthermore, a
peak load harshness epG = 1.0, a load uniformity eU = 0 and a load efficiency eL = 1.0 with a high
weight specific absorption of crash energy are additional design targets.
The mechanism of plastic collapse should be reliable and its evolution during the crash regular so that
the desired quantity of absorbed energy, a low load uniformity and the required level of deformation
load can be achieved without increasing danger for the vehicle passengers.
TRENDS IN BODY ENGINEERING

Taking finite primary resources into consideration, in recent years discussion on the necessity for
reducing fuel consumption has intensified in automobile manufacturing. Since the consumption of a
car is - according to the running resistance equation - to a great extent directly linked to vehicle mass
(depending on the driving cycle it can amount to a share of about 75 percent), weight saving is an
essential factor for the reduction of consumption, in addition to improving the driving efficiencies and
optimising aerodynamics. In this respect, the enhanced luxury equipment and the systems for rising
active and passive vehicle safety are counterproductive, because they have resulted in a continuous
increase in vehicle mass for comparable body shell masses, as demonstrated by comparing subsequent
models of a car as in Figure 5.
1400
1200
1000
25
.c
.-5
800
CI,
600
400
t
-
1980
1985
1990
body-in-white weight
(incl. screens + closures)
200
0
1960
1965
1970
1975
year
@a95.233
Figure 5 . Ratio of vehicle mass for comparable body shell masses

As a consequence, the share of total structural weight of the individual structural components has
shifted, although no uniform tendency can be observed with respect to the development of the body
shell masses. Despite that, the body still remains a vital vehicle component, also with respect to car
weight. At present, the mass share of the body shell of an upper middle-market saloon (e.g. Mercedes
S series) in total weight amounts to 26.1 YO.
The effectiveness of lightweight measures depends to a great extent on the purposes the vehicle is
supposed to serve. By reducing weight, fuel savings are, at up to 0.7 I per 100 kg mass saving, most
pronounced for drives where the velocity changes frequently (city or town traffic) [KramedWinkler,
19931. For driving conditions where the velocity is mainly constant, the influence of weight reduction
167
decreases, according to model and style of driving, to 0.3 1 per 100 kg mass saving [Kallina et. al.,
19931. The additional costs for weight reduction tolerated by manufacturers (lightweight limit costs)
in the automobile industry are considerably lower than in other industrial branches, especially in
aeronautics. Due to the shorter working life of cars, the economic effects of measures to reduce fuel
consumption are less marked than in aeronautics. At the moment, lightweight limit costs 5 - 10
Deutschmarks per kg weight reduction are thus realistic in the automobile industry. Compared with
this figure, in aeronautics up to 1 .OOO DM per kg are acceptable.
According to Figure 6, lightweighting of vehicles could be classified as shown. The generic term
material lightweighting comprises measures where materials with low density or favourable strength
and stiffness properties are used. In body construction these include high-strength thin sheet steel and
aluminium, as well as magnesia and synthetics. It is not inherent, however, that the design is adjusted
to the material. If lightweight materials are to be used on a large scale, the choice of materials for car
bodies must guarantee control of the production process and operational safety.
t
I
Lightweighting measures
high-strength-steel
dimensioning corresponding
to loading / adjusted-to-strain
light alloys
aluminium
magnesium
optimized use of material by

advanced production technology
plastics
optimized joininglconnection
technology
composites
Figure 6. Classification of vehicle lightweighting

For instance, the monocoque body concept which uses deep drawn thin-walled sheets is suitable for
lightweighting whereby, thin-walled columns act as basic components of passive safety. Hence, their
crashworthiness behaviour is of fundamental importance in the safety design of the whole vehicle
because their plastic collapse, favourable to the regular buckling, is the mechanism that is used to
dissipate the kinetic energy of the vehicle in the case of an accident.
However, new materials (high strength steel, aluminium) and new joining methods (spot weldbonding, clinching, toxing, riveting) have an increasing importance in body engineering due to the
demands of weight and cost reduction in automotive industry. At the same time manufacturers and
customers demands on passive safety are growing.
Finite element analysis (FEA) has now been established in automotive industry as a tool for designing
crashworthy body structures. This efficient methodology is important in designing vehicles with
adequate stiffness, strength, crashworthiness and fatigue properties. However, for the reduction of
costly design and development loops, there is an industrial need for an efficient technology to be
represented in the form of a software tool for the first phase of vehicle design that enables the
IJCrash I996 Vol I NO 2
168
designer to approximate the performance of the crash structure and to define a pre-optimised first
draft.
The Institute for Automotive Engineering (IKA) of the Aachen University of Technology (RWTH),
has been working on the development of such a tool since the middle of the 1980s. The main
objectives have been to develop a potentially optimal design of energy absorbing body structures by
using both theoretical and experimental approaches.
METHOD
For the prediction of the characteristic values of energy absorption of automotive front structures
made in a monocoque body concept the buckling of thin-walled columns are investigated in a
comprehensive, experimental study with a focus on identical testing boundary conditions. These
structures are body substructures representing body front side members. In respect to the body design
targets, the characteristic values of energy absorption discussed earlier, such as weight specific energy
absorption, load uniformity and structural effectiveness, are sufficient for the evaluation of a body
structure crashworthiness. The methodology for this investigation is detailed in Figure 7.
theoretical investigatlon
experimental investigation
test methodology
1
variation of experimental
investigation:
- material
- geometry
- joining method
- testing parameter
PRE-CRASH
I
Figure 7. Methodology for the investigation

Moreover, geometries used for front side members (e.g. closed-hat, double-U and octagonal columns
(Figure 8)) and even new design concepts (e.g. hexagonal columns) made by conventional deepdrawing-steel, high-strength-steel and light alloys were joined with different joining methods e.g.
spot-welding, press-joining and structural adhesive. Additionally, different combined joining
technologies (spot-weld-adhesive, press-joining-adhesive, etc.) were examined.
The design parameters of the specimen detailed in Figure 9 (t/D-ratio, flange width c, joining width c,
material thickness t, etc.) were varied in a wide range. For instance, flange width c was varied in the
range from 14 to 24 mm and t/b was varied from 0.013 to 0.033 mm. The joining distance e spaced
from 15 to 50 mm regarding wall thicknesses t from 0.8 mm to 2.0 mm.
169
IJCrash 1996 Vol I N o 2
Double-V (D-V)
Hat (H)
Double-2 (D-2)
Double-U (D-U)
W-V
Hexagon (Hexa)
Double-Hat (D-H)
Gamma-L (G-L)
Octagon (Octa)
Figure 8. Specimen geometries representing front side members
Figure 9. Design parameters of the specimen

170
The experimental testing was carried out on the ika-test benches comprising the ikas servo-hydraulic
test bench, detailed in Figure 10 for quasi-static testing and the ikas drop weight facility (Figure 11)
for dynamic testing, with velocity up to 10 m/s.
collumn for wire strain

gauge
-
ss stay
/
base
pressure plate
pressure piston
force-sensing device
central processing unit
measuring amplifier
analog to digital converter
Figure 10. Servo-hydraulic test bench for quasi-static testing
drop mass 400 kg
deflection sampling
central process Unit
A/D-converter
Amplifier
Figure 1 1. Drop weight facility for dynamic testing
171
IJCrash I996 Vol I N o 2
Analysis of typical accidents have shown that pure axial loading of the body front-structure is rarely
achievable. Therefore, in an extension to the quasi-static testing of an axial loaded specimen, a device
suitable for quasi-static tests with non-axial loading (Figure 12) was developed. During this study,
identical testing boundary conditions were considered as fundamental in order to avoid
incomparability of test results, as perceived often in earlier investigations. G-L-specimen deformed
under different load-angles, varying from 0" to 25" are demonstrated in Figure 13.
Figure 12. Device for quasi-static tests with non-axial loading
Figure 13. Gamma-I-specimen deformed under different load-angles, varying

from 0" to 25"
172
As a selection of test results fiom the study, the deformation loads and the characteristic values of
energy absorption in quasi-static testing of different specimen geometries, e.g. from hexagonal
specimen demonstrated in Figure 14 are shown in Table 1.
Table 1. Mean values of failure loads and characteristic values of energy absorption as a
w-v
Hexa
6
8
Octa
10
84.37
96.78
108.6
53.84
65.07
72.54
29.32
38.14
45.01
37.99
49.16
56.03
0.68
0.53
0.46
2.22
1.97
1.94
1.57 0.765
1.49 0.799
1.50 0.821
0.224
0.293
0.335
For clarity, Figures 15 and 16 show the mean values of failure loads and characteristic values of
energy absorption resulting from a variation of specimen geometric shape.
Figure 14. Hexagonal specimen after quasi-static testing of energy absorption
173
120
rn Fo,mean
100
0 Fu,mean
Frnean
5
o)
80
60
40
20
~
D-U
G-L
D-2
D-V
W-V
HEXA OKTA
section type
Figures 15. Mean values of failure loads resulting from a variation of specimen geometry
G-L
D-U
D-Z
D-V
w-v
HEXA
OKTA
section type
Figures 16. Mean values of characteristic values of energy absorption resulting from a variation of
specimen geometry
One of the main outcomes is that the mean failure load F,,,,, and the mean value of the local minimal
failure loads F,,,,,,, are comparable if the number of flanges is identical. This is a result published by
many authors and corresponds to the conventional methodology that the energy absorption of a
specimen depends on the number of specimen flanges. Additionally, this detail delivers a proof of
plausibility for the different test series carried out in this work.
lJCrash 1996 Vol 1 No 2
174
In contrast to the mean failure load F,

the global peak crush load F,, differs significantly
depending on the number of specimen flanges. The global peak crush load F, is of little importance
to body crashworthiness and biomechanical loading of vehicle occupants.
The mean failure load F,,

of a Double-V-specimen amounts to around 30 kN with a global peak
crush load F, of approximately 60 kN. The same tests to a specimen shaped as G-L-columns with
identical sectional dimensions had a global peak crush load of around 80 kN. The impact
characteristic values of energy absorption were mainly determined by using the maximum load for
both the peak load harshness and the peak load ratio. This is connected closely with the mean value of
the local peak load. Hence, the design methodology for energy absorbing body front structures is a
function of front side member geometrical shape.
Furthermore, the effects of flange width c and joining distance e for a G-L-specimen, made from steel
sheets (St1203) with a thickness of 1.5 mm (Figures 17 and 18) play a major role in the final collapse.
For this investigation spot-welded specimens (e = 20 mm, p = 6 mm) with a G-L-profile section made
from deep drawing steel sheets (St1203) with a wall thickness t = 1.5 mm and section dimensions of a
= b = 60 mm were manufactured with different flange widths ranging from c,,, = 12 mm to c , , ~=~
22 mm stepped by 2 mm.
100
80
60
Z6O
L
tF
,040
40
20
20
15mm
2Omm
3Omm
4 0 m
Somm
0
12mm
14mm
16mm
1 8 m
u . ~
22W
2 0 m
bnge widlh c
spadlstame
Figure 17. Mean failure loads effected by a variation of flange width c and joining distance e for a
gamma-I-specimen.
3-
"
3
2.5
2.5
.Y
1.5
l
A
1
I
+I
14mm
1 6 m
l 8 m
2 O m
Zmm
0.5
0
15mm
1
2Omm
3
O
m
40mm
Somm
04
12mm
flange widlh c
spotdislancee
Figure 18. Characteristic values of energy absorption effected by a variation of flange width c and
joining distance e for a gamma-I-specimen.
175
IJCrash I996 Vol I N o 2
In Table 2 the mean failure loads and the characteristic values of energy absorption of the tested
specimen are shown.
Table 2. Mean values of deformation loads and characteristic values of energy absorption as a
variation of specimen flange width.
As demonstrated in Figure 17, the global peak load F,,, has a faint local maximum at c = 16 mm by
varying the flange width c. This effect can also be determined regarding the mean value of local peak
loads F,,,,,,. In contrast to that, the mean failure load F,,, and the mean value of local minimal loads
F,,,,,,,, present no significant differences.
On closer inspection of the calculated characteristic values of specimens with varying flange widths,
Figure 18, a local maximum of the peak load harshness epc at the middle sized flange width and a
quite similar behaviour of the load uniformity ell can be observed. The peak load ratio epu decreases
almost linearly with increasing flange width that leads to contradictions in design targets of energy
absorbing front structures.
In another series of tests, the effect of different joining methods for a front side member on the
crashworthiness characteristics was investigated. Spot-welded and press-joined and even spot-weldadhesived and press-joined-adhesived specimens with hat-profiles made from deep drawing steel
sheets were crushed. As an example, Table 3 demonstrates the mean failure loads and characteristic
values. Joining distance e was chosen to e = 20 mm for spot-welded and press-joined specimen and
e = 40 mm for the combined-adhesived specimen.
Table 3 . Mean values of failure loads and characteristic values of energy absorption of hut-specimen
with a variation ofjoining method.
Joining method
spot-weld
press-joined
spot-weld-adh.
Dress-ioin.-adh.
Fmax
69.87
60.10
70.39
62.53
F,mem
43.85
40.22
42.44
39.87
Fu,mean
21.84
21.21
22.85
20.71
Fmem
28.74
27.81
29.77
26.61
eU
0.77
0.68
0.66
0.72
epii
2.43
2.16
2.36
2.35
ePG
1.59
1.49
1.66
1.57
eL
0.75
0.76
0.77
0.76
eta
0.23
0.22
0.23
0.21
Comparing spot-welded and press-joined front-side members, failure loads are approximately 1 5 %
higher using spot-welding as a joining method. The reason for this is that press-joints experienced
early local collapse as the load was being applied (Figure 19). In contrast, the mean failure load of
combined joined front side members is negligibly lower as compared with spot-welded and pressjoined specimen. In general, these results show that press joined front side members with hat-section
have better crashworthiness characteristics because they match better with design targets (Figure 20).
IJCrash 1996 Vol I N o 2
I76
I 80
UFrnax
UFo,mean
0 Fu,mean
Fmean
F m
Q)
40
20
0
PS
DF
PSK
DFK
joining method
Figure 19. Mean failure loads of hut-specimen with a variation ofjoining methods
3
meU
OeL
2.5
mePu
.eta
UePG
v)
al
2a
>
.-0
.z
1.5
al
c.
m
z
L=
0
1
0.5
0
PS
DF
PSK
DFK
joining method
Figure 20. Characteristic values of energy absorption of hut-specimen with a variation of joining
method
EXPLOITATION OF RESULTS
Based on the methodology detailed in Figure 7, the complete measurements of this experimental study
were analysed and evaluated to determine the correlations between both column design parameters
and testing parameters with respect to their crashworthiness performance. Based on the determined
correlations, multiparametric functional models were defined for joined thin-walled sheet structures to
describe the crashworthiness behaviour of the columns even under non-axial loading.
177
The mathematical formalism of the multi-parametric functional models depends on the deformation
angle, the section geometry, joining parameters and material properties. For spot welded, press-joined
and spot-weld-adhesived and press-join-adhesived specimens, the formalism is
F,,
* p)
(1 -sin (WIN
* {(Rp0.2* t2 * [(2a + 2b + n*c)* GEOI-(2a + 2b + n * ~ ) ~ ]

+ [2cIFLA* RPo2 * t2
* [(2a + 2b + n*c) * GEO, - (2a + 2b + n*c)2 * GE02 / 351)
The coefficients of the functional models in capital letters were calculated using statistical methods of
non-linear multivariate regression analysis. Beside the weight and specific energy absorption, all other
characteristic values of vehicle crashworthiness design were taken into consideration in order to
reduce the effective biomechanical loading on occupants in a collision.
The results obtained so far will be incorporated in the new software tool. This personal computer
based software, named PRE-CRASH, will also be available for the advanced design phase of a
vehicle. As a result, design time and design costs will be reduced by avoiding cost intensive loops of
numerical crash simulation and prototype testing of non-optimised crash structures.
In a sensitivity analysis, the developed functional models of these correlations, i.e. the basics for PRECRASH, are investigated with respect to their influence on body and vehicle design. Two strategies
were followed up with the chosen tasks that the software can support.
At first, design devices for body engineering were developed for a proper crashworthiness design of
front side members energy absorbing sections in a very early phase of vehicle design. As shown in
Figure 21, the load uniformity elJ as one of the characteristic values of energy absorption is shown for
a given section geometry by variation of joining distance e and parametrised by the yield strength
R,o,z of the material.
2.50
2.40 I
-E
.-0 2.30
-0
-m0
Y
mQ,
2.20
n
I
2.1 0
2.00
-I
12
I
16
20
24
flange width c [mm]
Figure 2 1 . Prediction of the load uniformity for geometry with different joining distances e and yield
strength rpo,?
178
Furthermore, another approach followed by the methodology was to develop a tool for the body
engineer to use in "trouble shooting", which is necessary during later body design phases. Against this
background, design solutions can be found for problems during the design. Figure 22 demonstrates the
peak load ratio epuof G-L-sections with different flange widths c and joining distances e.
The tool was evaluated with a test series of specimens investigated for an industrial project partner.
The tests were carried out with real front side members of a C-class sedan. In Figure 23 the measured
and predicted characteristic values are given.
0.70
0.69 .
.-1
I=
0.68
0.67
.-0
c
*-
0.66
0.65
I
0.64
Figure 22. Prediction of the peak load ratio for gamma-I-section geometries with different flange
widths c and different joining distances e
160
140
-5;
120
5
.-c
80
60
.c
Q)
40
20
0
Fmax
Fo,mean
Fu,mean
Fmean
0mean values testing

H PRE-CRASH-Prediction
Figure 23. Evaluation of pre-crash predictions for gamma-I-type front side members of a c-class sedan
body
179
CONCLUSIONS
The passive safety of passenger cars is one of the most important design targets during the vehicle and
body development. FEA software employed in the investigation of the total vehicle crashworthiness
of body structures, has been developed as a tool for the body engineer. Unfortunately, modelling of
spot-welds and press-joints in combination with structural adhesives is still being developed and the
current version of the code does not accurately predict the behaviour in a crashworthiness analysis.
For the advanced design of passenger car bodies, efficient tools for the prediction of crashworthiness
in addition to CAE-tools (e.g. FEA) are necessary to reduce design time and design costs. These
Computer Aided Concept (CAC) tools are complementary to CAE-methods and allow the increase of
design process efficiency.
An approach is to predict characteristic values of crashed front side members in the very early phase
of the body advanced design process. The characteristics of front side member deformation and the
energy absorption during the deformation by regular buckling or crumpling can be analysed by several
characteristic values e.g. load uniformity, peak load harshness and peak load ratio.
Body front side members play a major role on the total vehicle performance during a collision. Their
geometry, their dimensions, their material properties (steel, high strength steel, aluminium) and the
joining technology used (spot-welding, press joining, structural adhesives and combinations of these
methods, e.g. spot-weld-adhesives) with the joining parameters (e.g. spacing) can vary in a wide
range.
Furthermore, the limits of collision (especially the deformation angle and the collision velocity) are
many and the structural behaviour of front side members under different boundary conditions are not
yet well known.
During an investigation at the Institute of Automotive Engineering (ika) of the Aachen University of
Technology (RWTH Aachen) a new CAC-tool for the prediction of vehicle body structure
crashworthiness with different geometries, material properties, deformation angles and collision
velocities was developed by using statistical methodology with multiple parameters and a highly nonlinear model.
This CAC-tool: named PRE-CRASH, enables the body engineer to select optimised front side
member section geometry, dimensions and material properties regarding the design targets the body
structure has to fulfil. With this tool, increased design process efficiency is suggested so that the
number of design iterations can be reduced.
180

Wallen To Witz 1996

Enviado por

Dados do documento

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Wallen To Witz 1996

Enviado por

Direitos autorais:

Formatos disponíveis

This article was downloaded by: [The University of Manchester Library]

On: 17 December 2014, At: 09:01

International Journal of Crashworthiness

Predicting the crashworthiness of vehicle

*Head of Institute, Aachen University of Technology, Institute for Automotive

**R+D Manager Body + Chassis Systems, Forschungsgesellschaft Kraftfahrwesen

PLEASE SCROLL DOWN FOR ARTICLE

Predicting the crashworthiness of vehicle structures made by lightweight

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

(Received 23 October 1995; and in revisedform 10 February 1996)

IJCrash I996 Vol I No 2

DESIGN TARGETS AND REQUIREMENTS OF VEHICLE BODY STRUCTURES

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

source: mot I Mercedes-Benz

Statistical analysis of crash direction

energy absorption for

IJCrash I996 Vol I No 2

0 Woodhead Publishing Ltd

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

0 Woodhead Publishing Ltd

IJCrash 1996 Vol I No 2

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

Figure 4. Load-deflection curve with characteristic deformation loads

IJCrash 1996 Vol I NO 2

0 Woodhead Publishing Ltd

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

TRENDS IN BODY ENGINEERING

Figure 5 . Ratio of vehicle mass for comparable body shell masses

IJCrash 1996 Vol I No 2

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

optimized use of material by

Figure 6. Classification of vehicle lightweighting

IJCrash I996 Vol I NO 2

0 Woodhead Publishing Ltd

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

Figure 7. Methodology for the investigation

0 Woodhead Publishing Ltd

IJCrash 1996 Vol I N o 2

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

Figure 8. Specimen geometries representing front side members

Figure 9. Design parameters of the specimen

0 Woodhead Publishing Ltd

collumn for wire strain

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

central processing unit

Figure 10. Servo-hydraulic test bench for quasi-static testing

drop mass 400 kg

central process Unit

Figure 1 1. Drop weight facility for dynamic testing

0 Woodhead Publishing Ltd

IJCrash I996 Vol I N o 2

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

Figure 12. Device for quasi-static tests with non-axial loading

Figure 13. Gamma-I-specimen deformed under different load-angles, varying

IJCrash 1996 Vol I No 2

0 Woodhead Publishing Ltd

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

Figure 14. Hexagonal specimen after quasi-static testing of energy absorption

0 Woodhead Publishing Ltd

IJCrash I996 Vol I No 2

Downloaded by [The University of Manchester Library] at 09:01 17 December 2014

lJCrash 1996 Vol 1 No 2

0 Woodhead Publishing Ltd

* {(Rp0.2* t2 * [(2a + 2b + nc) GEOI-(2a + 2b + n * ~ ) ~ ]