Methodology Development for Simulating Full Frontal and Offset Frontal Impacts Using Full Vehicle MADYMO Models

1999 ◽  
Author(s):  
Bala Deshpande ◽  
Gunasekar TJ ◽  
Russell Morris ◽  
Sudhanshu Parida ◽  
Mostafa Rashidy ◽  
...  
Keyword(s):  
Rigid Body ◽  
Joint Stiffness ◽  
Side Impact ◽  
Computational Time ◽  
Test Results ◽  
Vehicle Interior ◽  
Significant Saving ◽  
Methodology Development ◽  
Full Vehicle ◽  
Frontal Impacts

Abstract MADYMO articulated full vehicle models of the 1992 Ford Taurus, 1995 Chevrolet Lumina and the 1994 Dodge Intrepid for frontal and side impact modes have been developed and validated against test data. MADYMO (Mathematical Dynamic Model) is typically used to model occupants in the environment of the vehicle interior and thus finds application mainly in assessing occupant injuries. In this study however, MADYMO has been employed not only to model the occupants but also to represent the major load bearing structures in the vehicles. Input for the MADYMO models consisting of rigid body joint stiffness was obtained from corresponding full vehicle Finite Element (FE) models. Model validation was done by comparing the vehicle and dummy numbers with the New Car Assessment Program (NCAP) test results. Models correlated very well with both test and FE data. This modeling approach demonstrates the utility of rigid body based full car models for crashworthiness analysis. Such models result in significant saving in computational time and resources. In this paper, we describe the simulation of two different crash modes: full frontal and offset frontal impacts using the full vehicle MADYMO models. These simulations were validated with the corresponding test results in full frontal mode and IIHS offset mode. The models are useful for simulating a variety of impact situations, for example, with different occupant sizes, occupant positions, impact velocities, and in car to car impacts for performing compatibility studies.

Research on a Multi-Fidelity Surrogate Model Based Model Updating Strategy

2018 ◽  
Author(s):  
Ping Wang ◽  
Qingmiao Wang ◽  
Xin Yang ◽  
Zhenfei Zhan
Keyword(s):  
Surrogate Model ◽  
Model Simulation ◽  
Side Impact ◽  
Computational Time ◽  
Vehicle Design ◽  
Surface Model ◽  
High Fidelity ◽  
Fe Model ◽  
Simulation Data ◽  
Full Vehicle

In vehicle design modeling and simulation, surrogate model is commonly used to replace the high fidelity Finite Element (FE) model. A lot of simulation data from the high-fidelity FE model are utilized to construct an accurate surrogate model requires. However, computational time of FE model increases significantly with the growing complexities of vehicle engineering systems. In order to attain a surrogate model with satisfactory accuracy as well as acceptable computational time, this paper presents a model updated strategy based on multi-fidelity surrogate models. Based on a high-fidelity FE model and a low-fidelity FE model, an accurate multi-fidelity surrogate model is modeled. Firstly, the original full vehicle FE model is simplified to get a sub-model with acceptable accuracy, and it is able to capture the essential behaviors in the vehicle side impact simulations. Next, a primary response surface model (RSM) is built based on the simplified sub-model simulation data. Bayesian inference based bias term is modeled using the difference between the high-fidelity full vehicle FE model simulation data and the primary RSM running results. The bias is then incorporated to update the original RSM. This method can enhance the precision of surrogate model while saving computational time. A real-world side impact vehicle design case is utilized to demonstrate the validity of the proposed strategy.

Plane Wave Resonance in the Tire Air Cavity as a Vehicle Interior Noise Source

1995 ◽  
Vol 23 (1) ◽  
pp. 2-10 ◽  
Author(s):  
J. K. Thompson
Keyword(s):  
Closed Form Solution ◽  
Form Solution ◽  
Interior Noise ◽  
Cavity Resonance ◽  
Test Results ◽  
Vehicle Interior ◽  
Air Cavity ◽  
Vehicle Interior Noise ◽  
Wave Resonance ◽  
Resonance Frequencies

Abstract Vehicle interior noise is the result of numerous sources of excitation. One source involving tire pavement interaction is the tire air cavity resonance and the forcing it provides to the vehicle spindle: This paper applies fundamental principles combined with experimental verification to describe the tire cavity resonance. A closed form solution is developed to predict the resonance frequencies from geometric data. Tire test results are used to examine the accuracy of predictions of undeflected and deflected tire resonances. Errors in predicted and actual frequencies are shown to be less than 2%. The nature of the forcing this resonance as it applies to the vehicle spindle is also examined.

Compliant Pantographs via the Pseudo-Rigid-Body Model

1998 ◽  
Author(s):  
Andrew J. Nielson ◽  
Larry L. Howell
Keyword(s):  
Rigid Body ◽  
Compliant Mechanisms ◽  
Compliant Mechanism ◽  
Test Results ◽  
Rigid Link ◽  
Body Model ◽  
Design Flexibility ◽  
Model Predictions ◽  
Rigid Body Model ◽  
Classical Mechanism

Abstract This paper uses a familiar classical mechanism, the pantograph, to demonstrate the utility of the pseudo-rigid-body model in the design of compliant mechanisms to replace rigid-link mechanisms, and to illustrate the advantages and limitations of the resulting compliant mechanisms. To demonstrate the increase in design flexibility, three different compliant mechanism configurations were developed for a single corresponding rigid-link mechanism. The rigid-link pantograph consisted of six links and seven joints, while the corresponding compliant mechanisms had no more than two links and three joints (a reduction of at least four links and four joints). A fourth compliant pantograph, corresponding to a rhomboid pantograph, was also designed and tested. The test results showed that the pseudo-rigid-body model predictions were accurate over a large range, and the mechanisms had displacement characteristics of rigid-link mechanisms in that range. The limitations of the compliant mechanisms included reduced range compared to their rigid-link counterparts. Also, the force-deflection characteristics were predicted by the pseudo-rigid-body model, but they did not resemble those for a rigid-link pantograph because of the energy storage in the flexible segments.

Test of Solidification Characteristics of Grouting and the Effect on Strata Deformation in Shield Tunnelling

2012 ◽  
Vol 568 ◽  
pp. 80-84
Author(s):  
Xiao Chun Zhong ◽  
Wei Ke Qin ◽  
Hai Wang
Keyword(s):  
Numerical Model ◽  
Rigid Body ◽  
Active Control ◽  
Calculation Method ◽  
Civil Engineering ◽  
Test Results ◽  
Shield Tunneling ◽  
Shield Tunnelling ◽  
Strata Deformation ◽  
Over Time

Back-fill Grouting is a key procedure for the active control of strata settlement during shield tunnelling in civil engineering. The paper studies the stress - strain characteristics of grouting and the state of grout, which changes from liquid to solid over time and is simulated by variable rigid body. The model of flowing state are divided in four phases from liquid-plastic to rigid state. The paper establish a numerical model of shield tunnelling in civil engineering with the consideration of characteristics of grout deformation, and has analyzed law of strata settlement. The test results show that the calculation method can well accord with the four stages of strata deformation, and can more accurately reflect the process of strata deformation caused by shield tunneling.

scholarly journals Modeling of Hypervelocity Impact Experiments Using Gamma-SPH Technique

2017 ◽  
Author(s):  
Jérôme Limido ◽  
Mohamed Trabia ◽  
Shawoon Roy ◽  
Brendan O’Toole ◽  
Richard Jennings ◽  
...  
Keyword(s):  
Computation Time ◽  
3D Models ◽  
Hypervelocity Impact ◽  
Side Impact ◽  
Particle Methods ◽  
Computational Time ◽  
Back Surface ◽  
Tensile Instability ◽  
Particle Hydrodynamics ◽  
And Performance

A series of experiments were performed to study plastic deformation of metallic plates under hypervelocity impact at the University of Nevada, Las Vegas (UNLV) Center for Materials and Structures using a two-stage light gas gun. In these experiments, cylindrical Lexan projectiles were fired at A36 steel target plates with velocities range of 4.5–6.0 km/s. Experiments were designed to produce a front side impact crater and a permanent bulging deformation on the back surface of the target without inducing complete perforation of the plates. Free surface velocities from the back surface of target plate were measured using the newly developed Multiplexed Photonic Doppler Velocimetry (MPDV) system. To simulate the experiments, a Lagrangian-based smooth particle hydrodynamics (SPH) is typically used to avoid the problems associated with mesh instability. Despite their intrinsic capability for simulation of violent impacts, particle methods have a few drawbacks that may considerably affect their accuracy and performance including, lack of interpolation completeness, tensile instability, and existence of spurious pressure. Moreover, computational time is also a strong limitation that often necessitates the use of reduced 2D axisymmetric models. To address these shortcomings, IMPETUS Afea Solver® implemented a newly developed SPH formulation that can solve the problems regarding spurious pressures and tensile instability. The algorithm takes full advantage of GPU Technology for parallelization of the computation and opens the door for running large 3D models (20,000,000 particles). The combination of accurate algorithms and drastically reduced computation time now makes it possible to run a high fidelity hypervelocity impact model.

A Hybrid Method for Fan Simulations in Full Vehicle Thermal Analyses

2020 ◽  
Author(s):  
Zhilei Wu ◽  
Michael Blatnik ◽  
Eamonn Kress ◽  
Lester Deleon
Keyword(s):  
Boundary Conditions ◽  
Rigid Body ◽  
Mass Flow Rate ◽  
Flow Rate ◽  
Transient Simulation ◽  
Body Motion ◽  
Thermal Flow ◽  
Full Vehicle ◽  
Steady Simulation ◽  
Thermal Wake

Abstract In full vehicle thermal flow analyses, the most often used procedure to simulate fluid motions driven by the cooling fan is the Moving Reference Frame (MRF) method. In the MRF approach, the fan is fixed in space and the fan rotation is modeled using grid fluxes. This method is widely used because it provides a fast and effective means of simulating fans. However, the MRF method does not always accurately predict the thermal wake and the mass flow rate through the fan, which causes errors in predicted temperatures on the parts downstream of the fan. Another method for fan simulation is the Rigid Body Motion (RBM) method in which the fan rotates in time. The RBM method models the fan motions directly, thus it can accurately predict the mass flow rate and thermal wake. However, an RBM simulation is transient and needs a time-average to obtain statistically steady-state results. The RBM method requires a significant amount of CPU resources and simulation time, which prevents it from being widely used in industry. In the current work, a Hybrid Rigid Body Motion (HRBM) method is developed and validated. The HRBM method splits the full vehicle thermal simulation into two simulations, and then couples them at the interface. The first simulation is transient, utilizes the RBM method for the fan, and only models the fan regions. The second simulation is steady, which models the full vehicle except the fan regions. The solution from the transient simulation is time-averaged on the exchange interface and used as boundary conditions for the steady simulation. Conversely, the solution for the steady simulation is used as boundary conditions for the transient simulation at the exchange interface. Due to the slight differences resulting from time-averaging, there is a mismatch in the physical quantities at the exchange interface. This causes stability issues which prevent the coupled simulations from converging. Special techniques have been used in this work to stabilize the solution at the interface, which ensured the convergence of the coupled simulations. The HRBM method greatly improves the accuracy of the full vehicle thermal flow simulation compared to using the MRF method. The thermal wake that results from using HRBM to model the fan is very similar to that produced by RBM, but HRBM utilizes ∼20–30% of the simulation resources required by RBM to achieve convergence.

MADYMO Simulations of Occupant and Vehicle Kinematics in Offset and Oblique Barrier Tests

2005 ◽  
Author(s):  
Rex T. Shea ◽  
Jiri Kral
Keyword(s):  
Degrees Of Freedom ◽  
Three Dimensional ◽  
Vertical Direction ◽  
Oblique Impact ◽  
Test Method ◽  
Vehicle Interior ◽  
Center Of Rotation ◽  
Frontal Impacts ◽  
Coordinate Origin ◽  
The Right

Oblique and offset impacts occur more frequently than full frontal impacts and the resulting occupant and vehicle kinematics are more complicated. Simulations of these test modes are more involved with added vehicle degrees of freedom. Additional occupant interactions with the vehicle interior need to be considered so that the occupant kinematics can be correlated more accurately. In order to capture the vehicle motion in an offset or oblique impact, a prescribed motion approach is preferred where the vehicle is given a three-dimensional motion with six degrees of freedom. With a planar motion assumption, the dominant angular motion about the vertical direction can be derived from linear accelerations measured at two locations where the vehicle deformation is a minimum. In a previous study the angular kinematics was given to a coordinate origin located on the vehicle centerline and longitudinally near the rear rocker. The instantaneous center of rotation was assumed to be fixed at this point during the event. This is referred to as Method I in this paper. A new approach, referred to as Method II, applied translational displacement to three bodies, which carried the passenger compartment through stiff spring elements. The displacements were integrated from measured accelerations, eliminating the uncertainty of a shifting center of rotation. Both methods assumed the vehicle frame between the front and rear rockers as a rigid body. The IP and steering column intrusions and floor deformations were neglected. The results from both methods were correlated to a pair of 40 kph 30 degree angle impact tests and an IIHS ODB test. Method II showed a slightly better timing correlation for the angle tests and the IIHS ODB test. However, both methods didn’t predict the lateral head contact for the driver in the left angle test and the passenger in the right angle test. More interior details have to be included in the model to capture the lateral motion of the occupants. The prescribed motion method is a more general approach than the commonly used inverse kinematics method, and can be applied to full frontal impact as well. The versatility of the method provides a basis for a modular approach in occupant simulations.

Improving Multiobjective Multidisciplinary Optimization With a Data Mining-Based Hybrid Method

2015 ◽  
Author(s):  
Hongyi Xu ◽  
Ching-Hung Chuang ◽  
Ren-Jye Yang
Keyword(s):  
Data Mining ◽  
Bias Correction ◽  
Multidisciplinary Design Optimization ◽  
Multidisciplinary Optimization ◽  
Side Impact ◽  
Computational Time ◽  
Hybrid Strategy ◽  
Clustering And Classification ◽  
Product Design Process ◽  
Optimization Search

Multiobjective, multidisciplinary design optimization (MDO) of complex system is challenging due to the long computational time needed for evaluating new designs’ performances. Heuristic optimization algorithms are widely employed to overcome the local optimums, but the inherent randomness of such algorithms leads to another disadvantage: the need for a large number of design evaluations. To accelerate the product design process, a data mining-based hybrid strategy is developed to improve the search efficiency. Based on the historical information of the optimization search, clustering and classification techniques are employed to detect low quality designs and repetitive designs, and which are then replaced by promising designs. In addition, the metamodel with bias correction is integrated into the proposed strategy to further increase the probability of finding promising design regions within a limited number of design evaluations. Two case studies, one mathematical benchmark problem and one vehicle side impact design problem, are conducted to demonstrate the effectiveness of the proposed method in improving the searching efficiency.

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