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AIM FOR THE GIVEN NEON SIDE CRASH BIW CHECK UNIT SYSTEM AND FOLLOW THE RELEVANT AS APPLICABLE. CREATE APPROPRIATE INTERFACE, FRICTION AND RECOMMENDED PARAMETERS. TO MAKE SURE THAT THERE ARE NO PENETRATIONS AND INTERSECTIONS. TO CREATE A RIGID POLE WITH A FRICTION OF 0.1 AS PER THE FMVSS 214 STANDARDS. TO COMPARE…
JEFIN VARGHESE
updated on 26 Feb 2024
AIM
FOR THE GIVEN NEON SIDE CRASH BIW
PROCEDURE
AS PER THE GIVEN NODE, SECTIONAL FORCE WAS CALCULATED @SOLVER>'right click'>CREATE>FRAME>MOV>NODE (ORIGIN NODE) 'select as needed'>NODE (Z-AXIS) 'select as needed'>NODE (YZ-PLANE) 'select as needed'>CREATE>RETURN>SOLVER>'right click'>CREATE>SECT>SECT>'select' N1,N2 & N3>detltaT '0.1'>alpha '1.67'>Iframe '12'>Frame_ID 'select as needed'>grshel_id 'right click'>CREATE>ENTITY ID>ELEMENTS>'select as needed' PROCEED.
INTRUSIONS ON THE B-PILLAR, HINGE PILLAR AND FUEL TANK WAS DEPLOYED @SOLVER>'right click'>CREATE>SKEW>MOV>NODE (ORIGIN NODE) 'select as needed'>NODE (Z-AXIS) 'select as needed'>NODE (YZ-PLANE) 'select as needed'>CREATE>MODEL>OUTPUT BLOCK 'right click'>CREATE>ENTITY IDs>NODES>BY ID 'enter as needed'>Iskew 'select as needed'.
PEAK VELOCITY WILL BE MONITORED USING @SOLVER>'right click'>CREATE>SKEW>MOV>NODE (ORIGIN NODE) 'select as needed'>NODE (Z-AXIS) 'select as needed'>NODE (YZ-PLANE) 'select as needed'>CREATE>MODEL>OUTPUT BLOCK 'right click'>CREATE>ENTITY IDs>NODES>BY ID 'select node as needed'>Iskew 'select as needed'.
CREATING OUTPUT REQUEST FROM SOLVER BROWSER @HYPERMESH>MODEL>OUTPUT BLOCK 'right click'>CREATE>ENTITY IDs>SELECT TYPE 'select as needed'.
MODEL CHECKER WAS DEPLOYED @HYPERMESH>TOOLS>MODEL CHECKER>RADIOSSBLOCK>'right click at area' RUN.
MODEL RUN WAS DONE @HYPERMESH>FILE>IMPORT>SOLVER DECK>'select as needed' FILE>IMPORT>CLOSE>ANALYSIS>RADIOSS>INPUT FILE 'select/rename as needed'>
RESULTS
HERE WE CAN SAY THAT THE STRESS DISTRIBUTION IS QUITE GOOD, B-PILLAR STRESS IS INDUCED MORE AS IT TAKE THE IMPACT FIRST. THEN THE SAME IS TRANSFERED TO THE CROSS-MEMBERS. THE IMPACT IS GETTING TRANSFERED FIRST TO THE BOTTOM CROSS-MEMBER THEN TO THE REST OF THE PARTS. THIS CANNOT BE COMPLETELY COMPARED WITH A VEHICLE FULLY EQUIPED WITH COMPONENTS.
THERE WERE NO MASS AND ENERGY ERRORS IN THIS SIMULATION, -2.2% IS THE ENERGY ERROR WHICH IS LINEARLY INCREASING SHOWN WHICH IS ACCEPTABLE. THUS WE CAN CONCLUDE FOR NO ERRORS.
HERE THE KINETIC ENERGY ALMOST DECREASES UPON THE IMPACT AND THE SAME IS ABSORBED AS INTERNAL ENERGY, THUS TOTAL ENERGY REMAINS THE SAME. HOURGLASS AND CONTACT ENERGY ARE NEGLIGIBLE SINCE WE ARE USING QEPH ELEMENT FORMULATION.
WE CAN SEE A SUDDEN SPIKE FROM INITIAL STAGE ITSELF AS AS NO SPACE WAS MADE BETWEEN THE RIGID WALL AND VEHICLE CHASSIS. MAXIMUM VELOCITY RECORED WERE 45 MM/MS. SUDDEN SPIKE CAN BE SEEN BETWEEN 30-50MS BECAUSE OF THE CHASIS DESIGN RESTRICTION.
CROSS-SECTION 2 EXPERIENCES THE MAXIMUM FORCE AS THE FORCE IS FIRST TRANSFERED TO THE MIDDLE CROSS-SECTION AFTER THE B-PILLAR IMPACT. THE NEXT CROSS-SECTION 1 EXPERIENCES MUCH LESSER IMPACT FORCE AS COMPARED TO THE CROSS-SECTION 2.
HINGE PILLAR MOVES 620MM, FUEL TANK MOVEMENT 441MM AND B-PILLAR MOVES 188MM. AS B-PILLAR HITS FIRST SO MOVEMENT EXPERIENCED IS LESS. HINGE PILLAR MOVES MORE AS COMPARED TO THE B-PILLAR. FUEL TANK MOVEMENT IS CONSIDERABLY NOTED AS THERE ARE OTHER MORE COMPONENTS WHICH CAN GIVE STIFFNESS TO THE WHOLE CHASIS.
PEAK VELOCITY WAS MEASURED AS 8.9 BY THE FIRST IMPACT OF B-PILLAR. IT IS REDUCED AS THE IMPACT ENERGY IS TRANSFERED TO OTHER CONNECTED MEMBERS.
CONCLUSION
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