Volume 6, Issue 2 DEC 2017

DESIGN AND CRASH ANALYSIS OF CAR BODY USING FRP

MATERIALS
1
BANDI SAI NAGA PAVAN, 2 M.VINOD KUMAR REDDY, 3 DR.K. ASHOK REDDY
1
PG Scholar, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road, Hyderabad ,
Telangana,INDIA-500100
Email:[email protected]
2
Assistant Professor, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road,
Hyderabad , Telangana,INDIA-500100
Email:[email protected]
2
HOD, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road, Hyderabad ,
Telangana,INDIA-500100
Abstract: requires the change of car structure crashworthiness
With the advancement of society, individuals have an and light weighting degree. A noteworthy worry of
ever increasing number of stringent requests for car both the automobile industry and government is the
passive safety and fuel economy, which requires the improvement of vehicles that would expend less
change of car structure crashworthiness and light petroleum derivative, subsequently bargaining the
weighting degree .Car body light weighting and security of tenant coming about because of the
crashworthiness are two vital parts of automobile decreased weight of the car. The present vehicle
design. A major concern of both the automobile makers are progressively utilizing lightweight
industry and government is the advancement of materials to diminish weight; these incorporate
vehicles that would devour less non-renewable plastics, composites, aluminum, magnesium and new
energy source, along these compromising the safety sorts of high quality steels. Huge numbers of these
of occupant resulting from the reduced weight of the materials have constrained quality or malleability, for
automobile. each situation burst is a genuine probability amid the
Now In this project we are going to design a car crash occasion. Besides, the joining of these materials
Hatch back by using design modeling tool Solid presents another wellspring of potential
works 2016 software, Crash analysis on the car body disappointment. Both material and joining
will be perform in Ansys 16 workbench software by disappointment will have genuine results on vehicle
Explicit Dynamic module by using different Fiber crashworthiness and must be anticipated. Amid a car
reinforced material. On different speeds of car body, accident, a few sections in the front of the car body
stresses formed due to crash, deformation and areas may have plastic misshapening and ingest a
of deformation of car body and strain will be found considerable measure of vitality.
after analysis Basic individuals from a vehicle are intended to8build
INTRODUCTION:- this vitality assimilation effectiveness and along these
With the improvement of society, individuals have an lines to upgrade the wellbeing and unwavering
ever increasing number of stringent requests for quality of the vehicle. The crashworthiness of every
vehicle inactive security and efficiency, which part should be assessed at the underlying phase of

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vehicle outline for good execution of a collected THE SOLUTION STRATEGY:

vehicle. As the dynamic conduct of auxiliary In an Explicit Dynamics arrangement the model
individuals is not quite the same as the static one, the planning steps are: a discretized area (work), doled
crashworthiness of the vehicle structures must be out material properties, burdens, imperatives and
surveyed by affect investigation. Thus it winds up introductory conditions. This underlying state, when
plainly important to check the auto structure for its incorporated in time, will deliver movement at the
crash capacity with the goal that wellbeing is hub focuses in the work.
accomplished together with the mileage. There are
two routes by which this wellbeing highlight can be
evaluated.
a. Playing out a genuine crash test.
b. Recreating the crash in some FE code like ANSYS
LS DYNA , EXPLICIT DYNAMIC
Despite the fact that the primary choice is more exact
and dependable, it requests time and high cost. A
more useful arrangement which brings about a Fig: Explicit Algorithm.
bargain between the elements of precision, cost and The motion of the node points produces deformation
time is reenactment. With fitting starting conditions, in the elements of the mesh.
burdens and component details, architects can build • The twisting outcomes in an adjustment in volume
up a sufficiently exact FE model to judge the crash (consequently thickness) of the material in every
reaction in a real mishap. This system has superseded component
the testing utilizing a genuine model. Along these • The rate of distortion is utilized to determine
lines PC reenactments are utilized to discover the material strain rates utilizing different component
vehicle model's crash capacity. The model to be plans
reenacted is typically created utilizing information • Constitutive laws take the material strain rates and
acquired from the dismantling and digitization of a infer resultant material anxieties
real vehicle utilizing a figuring out procedure. • The material anxieties are changed again into nodal
EXPLICIT VS IMPLICIT DYNAMICS: powers utilizing different component details
Explicit dynamics analysis is used to determine the • External nodal powers are processed from limit
dynamic response of a structure due to stress wave conditions, loads and contact (body communication)
propagation, impact or rapidly changing time- • The nodal powers are isolated by nodal mass to
dependent loads. Momentum exchange between create nodal increasing velocities
moving bodies and inertial effects are usually • The increasing velocities are incorporated explicitly
important aspects of the type of analysis being so as to create new nodal speeds
conducted. This type of analysis can also be used to • The nodal speeds are coordinated explicitly so as to
model mechanical phenomena that are highly deliver new nodal positions
nonlinear.

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• The arrangement procedure (Cycle) is rehashed in which the expert checks the legitimacy of the
until the point when a client characterized time is arrangement, analyzes the estimations of essential
come to amounts, (for example, removals and focuses), and
The advantages of using explicit dynamics for infers and looks at extra amounts, (for example,
time integration of nonlinear problems are: specific burdens and blunder pointers).
 The equations become uncoupled and can be solved Crash- Test:
directly (explicitly). There is no requirement for A crash-test is a type of damaging testing more often
iteration during time integration. than not performed with a specific end goal to
• No joining checks are required on the grounds that guarantee safe design purpose measures in
the conditions are uncoupled. crashworthiness and crash similarity for cars or
• No reversal of the firmness grid is required. All related parts. To test the autos security execution
nonlinearities (counting contact) are incorporated into under different conditions and amid shifted sorts of
the inner power vector. accidents, vehicle producers crash test their autos
In current designing examination it is uncommon to from various points, diverse sides and with various
discover an undertaking that does not require some articles, including different vehicles. The most
sort of recreation for breaking down the conduct of widely recognized sorts of crash tests are recorded
the model under certain predefined conditions. The underneath.
upsides of reenactment are various and vital. Another  Front impact test
plan idea might be displayed to decide its true  Front offset crash test
conduct under different load situations, and may  Side impact test
thusly be refined before the formation of illustrations,  Roll over test
when couples of dollars have been conferred and Method of Analysis:
changes are economical. Once a point by point CAD Crash-testing requires some of the test vehicle to be
display has been produced, reenactments can break pulverized throughout the tests furthermore, is
down the outline in detail, sparing time and cash by likewise tedious and uneconomical. One new late
decreasing the quantity of models required. A current pattern that is increasing huge prevalence is PC
item which is encountering a field issue, or is just recreated crash-testing. Here rather than a genuine
being enhanced, can be broke down to speed a vehicle, a FE (Finite Element) model of the vehicle is
building change and lessen its cost. The limited produced and is utilized to do the distinctive tests that
component strategy is included three noteworthy were done before utilizing real vehicles.
stages: pre-handling, in which the investigator builds There are a few programming bundles that are
up a limited component work to partition the subject prepared to deal with the crash-testing of vehicles,
geometry into sub-areas for numerical examination, however standout amongst the most well known is
and applies material properties and limit conditions, from Livermore Software Technology Corporation
arrangement, amid which the program infers the called LS-DYNA and ansys explicit dynamic. With
representing lattice conditions from the model and those, car organizations and their providers can test
settles for the essential amounts, and post-preparing, auto outlines without tooling or tentatively test a

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model, accordingly sparing time and cost. While the of any sort of express issues. As a rule in frontal
bundle keeps on containing an ever increasing effects the vehicle experiences substantial distortions
number of conceivable outcomes for the figuring of toward the front though the focal and the back
numerous unpredictable, genuine issues, its sources segments scarcely experience and misshapenings.
and center competency lie in exceedingly nonlinear Since these models are created for frontal effects, the
transient dynamic limited component examination front casing of the vehicle is fit finely and the center
(FEA) utilizing express time coordination. The use of and the back edge of the vehicle are coarsely fit in
Explicit dynamic covers an extensive variety of fig.. The sort of examination utilized FMVSS 208
businesses. Occupant Crash Protection on the changed directions
Crashworthiness model: for non-inflexible divider 30mph (48.3km /h) in strife
During an accident, the ability of vehicle structure to with the speed.
assimilate the vitality is characterized as
crashworthiness. The vehicle must be outlined with
the end goal that, at higher velocities its tenants don't
encounter a net deceleration.

Fig: Fe Model for Frontal Analysis.

The full frontal rigid barrier analysis is carried out in
Explicit dynamic for 120 milliseconds. The contacts
are defined by geometric interface.
Fig: Ev Full Frame Model In Each Section
CRASHWORTHINESS ANALYSIS:
Geometry.
FE results:
HEAD INJURY CRITERION (HIC):
The benefit of the unequivocal FE strategy is that
An Injury measure can be characterized as a
because of the idea of the computational approach,
biomechanical file of the traveler vehicle crashes.
amazingly little time steps combined with an iterative
Therefore, numerous nations head damage amid a
tackling technique. The crash investigation 120 m/sec
pile up as a measure for evaluating the level of HIC
in the body changes the state appeared in Fig.
(Head Injury Criterion), and utilizing its outcome
separately with full boundary display. Fig. Twisted
esteem is directed. HIC header hit by wounds to the
Shape (Full Frontal crash with hindrance, FMVSS
head damage, the most generally used to appraise
208, 30Mph) The impact change starts in the early
the value equation is expressed as
piece of the guard by around 8 m/sec from the front
side part and the sub-outline was the transformation
starts. At that point around 10 m/sec from the front
FE analysis: casing body comprises of the crash around 14 m/sec
Ansys explicit dynamic analysis is non-linear finite in the sub-casing and fundamental casing is the begin
element processor which can be utilized to take care of the crash. The front casing crumbled in the driver's

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seat the base of the sub-outline caused the change, VA the speed of the boundary before effect and V0
yet in the dashboard board affirmed that the strain the last speed of the obstruction and vehicle in
showed up too little. Fig. demonstrates the greatest redirection point. K eq the proportionate
misshapening practices of the front edge and the edge effect solidness of a guard and is gotten by the
has been altered from struggle and in the meantime. relationship of removal and response powers from
We reason that the crash vitality can be ingested. As shaft investigation. A vital thought of force is that it
a Fig. can be seen from front casing and the edge can be neither made nor decimated. Along these
suspension mounts are associated with the casing lines, the energy before an effect is equivalent to the
related with the takeoff of the wheel amid a crash force after the effect. Right now of its most extreme
since it can prompt failure to drive. redirection, a rule of energy protection previously,
IMPACT MECHANICS then after the fact effect can be ex-squeezed as takes
Investigators have recommends following procedure after
for finding energy dissipated during
impact, and discover the vehicle speed after effect. From equations and the maximum deflection δ max is
The affecting marvel between barrie rand the front obtained as follows
guard pillar in a low-speed full crash could be
extremely confused, since transient and nonlinear
investigation are included. However, in planning the After separation point, energy and momentum
conservation equations can be expressed as follows
front guard bar, car makers demand that the guard
framework ought not have any material crash or
disappointment. Along these lines, up to that point,
the aggregate vitality is preserved all through the
Where VA2 and VB2 are the last speeds of the
effect term. Since the boundary is thought to be
impactor and vehicle, separately in division point. In
inflexible and the guard shaft was made of metallic
the elasto-plastic effect, the rule of direct energy
material and safeguard is a moderately low solidness
protection fulfills, since affect powers are equivalent
material, the dispersion of the effect stack is
and inverse.
unpredictable along the contact range and over the
contact locale of the guard, the guard bar subjected to
the effect stack experiences a consistent distortion δ For this situation, the speeds after effect might be
max. A guideline of vitality preservation in the resolved with the coefficient of compensation . The
flexible effect is utilized; The motor vitality before coefficient of compensation (COR) is the proportion
affect is moderated and changed over to versatile of speed of partition to speed of approach in an
vitality and the active vitality of the boundary and the impact.
car at its most extreme redirection, i.e

An object with a COR equals collides elastically,

Where MA is the mass of the barrier, Where MA is while an object with a COR of 0 will impact in
the mass of the hindrance, MB the mass of vehicle, flexibly, adequately adhering to the question it

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crashes into, not ricocheting by any stretch of the  Now, by using a 2D sketch we are developing
imagination. The coefficient of compensation is a into a solid body by using boss extrude option.
number which shows how much dynamic (vitality of
movement), stays after a crash of two articles. In the
event that the coefficient is high (near 1), it implies
that next to no active vitality was lost amid the
impact. In the event that the coefficient is low (near
0), it recommends that a huge part of the motor
vitality was changed over into the warmth or was
FIG: BOSS EXTRUDE
generally ingested through disfigurement. The Eq.
 Here, In the front part of the body we are using
can be utilized to discover the vitality disseminated,
fillet option at radius 400mm
ED amid an effect. This is found by subtracting the
active vitality of the two masses after effect, and the
dynamic vitality of the impactor before affect.

SOLID WORKS:
Solid Works is mechanical design automation
software that takes advantage of the familiar FIG: FILLET (400MM)
Microsoft Windows graphical user interface.  Here, In the side part of the body we are using
It is an easy-to-learn tool which makes it possible for fillet option at radius 150mm
mechanical designers to quickly sketch ideas,
experiment with features and dimensions, and
produce models and detailed drawings
MODELING OF CAR BODY:
Here, by using solid works we are creating a new
model of a car body and 2D sketch developed as
shown in figure
FIG: FILLET (150MM)
 Here, we are using the shell option for top and
bottom side of the developed car body.

FIG: DEVELOPED 2D SKETCH

FIG: SHELL AT BOTTOM SIDE

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 Different views of showed in below figure.

FIG: SHELL AT TOP SIDE

 Developing a offset option for front and back
FIG: DIFFERENT VIEWS OF CAR BODY
mirror of a car body
ANSYS:
ANSYS 14.5 delivers innovative, dramatic
simulation technology advances in every major
Physics discipline, along with improvements in
computing speed and enhancements to enabling
technologies such as geometry handling, meshing and
post-processing.
CRASH ANALYSIS ON CAR BODY
FIG: OFF SET
 By using the boss extrude option we are creating
a front part of wall to a car body as shown in
figure

Table: Material Properties

Crash analyses on Car Body:
Here the analysis is done in the explicit dynamic
mode with different velocities of 120 km/hr and 150
km/hr.
FIG: BOSS EXTRUDE
ANALYSIS AT 120KM/HR:
 After completing all operations we got a final
 Now we are importing the model of IGS file of
view of a car body as shown in below.
solid works to ANSYS 16.0.

FIG: FINAL VIEW FIG : MODEL

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 The imported model has been meshed.  At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below.

FIG : MESHING

FIG: EQUIVALENT STRESS

MESH QUALITY OF ABOVE FIGURE
 At we are fixing the constant level of the body

GRAPH 7.1: EQUIVALENT STRESS

FIG: FIXED SUPPORT  At speed of 120km/ph the vehicle is tested at

equivalent stress to find the crash analysis and
 After fixed support of the model we are finding the
velocity. the equivalent elastic strain graph is shown in
below.

FIG : VELOCITY
 Here, we are selecting a material as a magnesium FIG: EQUIVALENT ELASTIC STRAIN
alloy for car body and concrete for wall.

FIG: MAGNESIUM & CONCRETE GRAPH: EQUIVALENT ELASTIC STRAIN

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 At speed of 120km/ph the vehicle is tested at

equivalent stress to find the crash analysis and
the total deformation graph is shown in below.

GRAPH: STRESS
 At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and
the equivalent elastic strain graph is shown in
FIG : TOTAL DEFORMATION
below.

GRAPH: TOTAL DEFORMATION

 The magnesium and concrete material are
FIG: STRAIN
explained about the mass and volume of the car
body

GRAPH: STRAIN
At 120km/ph Kevlar-49:
 At speed of 120km/ph the vehicle is tested at
Here we are selecting a material as a Kevlar-49.
equivalent stress to find the crash analysis and
 At speed of 120km/ph the vehicle is tested at
the total deformation graph is shown in below.
equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below.

FIG : TOTAL DEFORMATION

FIG: STRESS

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GRAPH 7.7: STRESS

GRAPH: TOTAL DEFORMATION
 At speed of 120km/ph the vehicle is tested at
 The below table explain about the kevlor-49 mass
equivalent stress to find the crash analysis and
and velocity of the car body.
the equivalent elastic strain graph is shown in
below.

At 120 km/ph, High strength Carbon Fibre:

 Here we are selecting a material as high strength
carbon fiber.
FIG: STRAIN

FIG 7.15: HIGH STRENGTH CARBON FIBRE GRAPH: STRAIN

 At speed of 120km/ph the vehicle is tested at  At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below. the Total deformation graph is shown in below.

FIG: STRESS FIG: DEFORMATION

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GRAPH: EQUAVELENT STRESS

GRAPH: TOTAL DEFORMATION
 At speed of 150km/ph the vehicle is tested at
 The below table explain about the high strength equivalent stress to find the crash analysis and
carbon fiber volume and mass the equivalent elastic stress graph is shown in
below.

At 150 Km/Hr: FIG: STRAIN

FIG: VELOCITY GRAPH: EQUIVALENT STRAIN

Magnesium alloy: At speed of 150km/ph the vehicle is tested at
 At speed of 150km/ph the vehicle is tested at equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and Total deformation graph is shown in below.
the equivalent stress graph is shown in below.

FIG: DEFORMATION
FIG: STRESS

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GRAPH: TOTAL DEFOMATION GRAPH: EQUIVALENT ELASTIC STRAIN

Kevlar-49: At speed of 150km/ph the vehicle is tested at
At speed of 150km/ph the vehicle is tested at equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and the total deformation graph is shown in below.
equivalent stress graph is shown in below.

FIG: DEFORMATION
FIG: STRESS

GRAPH: TOTAL DEFORMATION

GRAPH: EQUIVALENT STRESS
High Strength Carbon Fiber:
At speed of 150km/ph the vehicle is tested at
At speed of 150km/ph the vehicle is tested at
equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and the
equivalent elastic strain graph is shown in below.
high strength carbon fiber graph is shown in below.

FIG: STRESS
FIG: STRAIN

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GRAPH: EQUIVALENT STRESS GRAPH: TOTAL DEFORMATION

At speed of 150km/ph the vehicle is tested at RESULTS
equivalent stress to find the crash analysis and the At 120Km/Hr:
equivalent elastic strain graph is shown in below. Here the analysis is done in the explicit dynamic
mode with different velocities of 120 km/hr results
are shown in below table.

FIG: EQUIVALENT ELASTIC STRAIN

TABLE: RESULTS AT 120 KM/HR
At 150Km/Hr:
Here the analysis is done in the explicit dynamic
mode with different velocities of 150 km/hr results
are shown in below table.

GRAPH: EQUIVALENT ELASTIC STRAIN

At speed of 150km/ph the vehicle is tested at
equivalent stress to find the crash analysis and the
TABLE: RESULTS AT 150 KM/HR
total deformation graph is shown in below.
DISCUSION
Analysis is performed on two different speed 120
km/hr and 150 km /hr , by using three different
material magnesium alloy , kevlar-49 and High
strength carbon fibre.
At 120km/hr speed crash test , for material
magnesium alloy we achieved max stress 1098.30
mpa ,max strain 0.21293,and max deformation
FIG: DEFORMATION
166.63mm, while for same speed kavlar-49 achieved

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max stress 6184.80 mpa , max strain 0.041552 ,max ratio followed by high strength carbon fibre. After
deformation 142.31mm , and for same speed high crash magnesium alloy is showing least stress,
strength carbon fibre achieved max stress followed by Kevlar-49 . Meanwhile High strength
8043.30mpa , max strain 0.041239,max deformation carbon fibre is showing least deformation and strain
128.62mm. after crash car body. Stress and deformation of car
At 150km/hr speed crash test , for material body is increasing as the speed of car is increase
magnesium alloy we achieved max stress 1.2512e+09 Hence due to acceptable less weight ratio and high
mpa ,max strain 0.21293,and max deformation strength against crash deformation and strain High
241.97mm, while for same speed kavlar-49 achieved strength carbon fibre is the best material for car
max stress 7.7576e+09 mpa , max strain compare to other two materials.
0.052188,max deformation 179.83mm, and for same REFERENCES
speed high strength carbon fibre achieved max 1. Yuxuan Li, Zhongqin, Lin, Aiqin Jiang, Guanlong
stress 1.0805e+10 mpa,max strain 0.050353,max Chen (2003): Use of high strengthsteel
deformation 166.75mm. sheet for lightweight and crashworthy car body<
And base upon the material properties Mass of the Materials and Design>24, 177- 182.
materials for Magnesium alloy , Kevlar-49 , High 2. Chenga Z.Q, Thackera J.G, Pilkeya W.D,
Strength Carbon Fibre are 777.0kg , 641.68kg , and Hollowellb W.T, Reagana S.W, Sievekaa E.M
785.73kg respectively. (2001): Experiences in reverse-engineering of a finite
CONCLUSION element automobile crash Model< Finite Elements in
 Brief study about car crash analysis is done in this Analysis and Design> 37, 843–860.
Project. Car hatch back body is design by using solid 3. J.G. Thacker, S.W. Reagan, J.A. Pellettiere, et.al,
works 2016 software. Part model of hatch back body “Experiences during development of a dynamic crash
of car with a wall is saved as IGES (neutral) file and response automobile model”, Journal of Finite
transfer to ansys workbench 16.Crash analysis is Element Analysis and Design 30 (1998) 279-295.
performed by using explicit dynamic module in ansys 4. Z.Q. Chenga, J.G. Thackera, W.D. Pilkeya, W.T.
workbench on two different speed of car 120km/hr Hollowellb, et.al, “Experiences in reverse-
and 150km/hr. Three different materials one is engineering of a finite element automobile crash
general alloy material and two carbon reinforced model”, Journal of Finite Elements in Analysis and
fiber used such as magnesium alloy, Kevlar (49), and Design 37 (2001) 843–860.
High Strength Carbon Fiber respectively as car body 5. Abdullatif K. Zaouk , Nabih E. Bedewi, Cing-Dao
materials and concrete is selected as material for Kan, et.al, “Validation of a non-linear finite element
wall. Crash analysis is performed on two different vehicle model using multiple impact data”, The
speeds 120km/hr and 150km/hr. George Washington University FHWA/NHTSA
Stress, strain, total deformation are noted tabulated as National Crash Analysis Center.
result after explicit dynamic analysis on car body
after crash the car on concrete wall. Compare to
weight of the body Kevlar-49 is showing least weight

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