Design and Impact Analysis on front Bumper beam Crash box for a sedan car using glass fiber reinforced polymer

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1 International Journal of Computational Science, Mathematics and Engineering Volume-3-Issue-11-November-2016 ISSN Design and Impact Analysis on front Bumper beam Crash box for a sedan car using glass fiber reinforced polymer Pooja Sreerama 1 *,K.V.N.V.N.Rao 2 Abstract In this paper, the crash analysis was performed of Bumper beam crash box sub frame for automotive vehicle. The vehicle s front platform assembly behaviour when subjected to a frontal crash is described in this work. The frontal crash of the integrated car system is successfully simulated and analysed in ansys software. According to the basic principle of the static non-linear finite element method, in this study were involved with different materials like Glass fibre epoxy composite laminate and conventional materials. An initial model, the initial specimen, was selected as a reference to compare with the optimum designs which would be obtained. And also some preliminary test where out with this specimen. The specimen is prepared by the hand layup method and the material used is Glass fiber reinforced polimer. And the prepared sample specimen is divided into various dimensions for the testing purpose. To find the young s modulus of the material, the specimen is involved testing methods of tensile, compression and impact test. Bumper beam crash box is drawn through the Catia and analysis in made by applying the boundary conditions and the results are compared with the experimental results. The GFRP has more stress and strain characteristics compared to Structural steel. The structural analysis will performed and the results will compared. The laminate prepared by glass epoxy composite materials and then this will undergo for testing with data acquisition system. Keywords Bumper beam, Glass fiber, GFRP, Functionally Graded Foam 1 M.tech Student, VEMU Istitute of technology,p.kottakota,chittoor. 2 Assistant Professor and HOD, VEMU Istitute of technology,p.kottakota,chittoor Contents 1 Introduction 20 2 LITERATURE SURVEY 21 3 MATERIALS USED IN BUMPER 21 4 MODELLING, ANALYSIS AND EXPERIMENTAL RESULTS 22 5 CONCLUSION 24 References Introduction The purpose of the front is to absorb energy at the start of a crash and to guide the remaining crash forces into the rest of the body structure. At low and medium speed: to minimize the damage of the vehicle in order to reduce insurance cost. At higher speed: to guide the crash forces into the body structure in such a way that the probability for a disintegration of the body structure is low and the survival of the occupants is ensured. The car bumper is designed to prevent or reduce physical damage to the front and rear ends of passenger motor vehicles in low-speed collisions. Automobile bumpers are not typically designed to be structural components that would significantly contribute to vehicle crashworthiness or occupant protection during front or rear collisions. It is not a safety feature intended to prevent or mitigate injury severity to occupants in the passenger cars. Bumpers are designed to protect the hood, trunk, grille, fuel, exhaust and cooling system as well as safety related equipment such as parking lights, headlamps and taillights in low speed collisions. The purpose of the integration of deformation elements into the crash management system is to control the level of force at the interfaces between the bumper system and the car body. They must prevent damage to the bumper system itself (low speed) and reduce damages to the rest of the vehicle structure (medium speed). Two types of energy absorbers are used Regenerative energy absorbers which can be used several times (e.g. dampers filled with viscous material or compressible materials (for example expanded polypropylene (EPP)) Non-regenerative energy absorbers which can be used

2 21/25 Figure 1. Front Bumper Beam Of The Mercedes A Class Model Figure 2. Front bumper beam of the Opel Corsa only once (e.g. folding crash boxes, shear crash boxes, tube in tube systems, metallic foams, etc.). The variety of requirements on the bumper system will generally lead to the selection of different design solutions when the technically feasible alternatives are evaluated under the overall condition of cost effectiveness. 2. LITERATURE SURVEY In this study, the hybrid glass/carbon composite bumper beam was designed and manufactured via the design optimization process combined with the impact analysis. The glass/carbon mat thermoplastic (GCMT) composite was Figure 3. Extruded aluminium bumper beams devised to substitute for the conventional glass mat thermoplastic (GMT) for reducing the weight of bumper beam. For the design optimization, the mechanical properties of GCMT were predicted and the optimal design of bumper beam was performed with the impact simulation. Based on the final design, the real bumper beam was manufactured and its impact performances were measured. It was found that the optimally designed GCMT bumper beam had 33 less weight compared to the conventional GMT bumper beam while having the improved impact performances.energy absorption performance is one of the most important indexes in the vehicle safety during impact. Research on the car frontal structure energy performance and structure optimization was conducted in this paper. Whole vehicle model was established by HyperMesh and simulated in LS-DYNA. Simulation results indicated that modification was need for the original structure to meet requirement. Based on simplified whole vehicle model, orthogonal design optimization was implemented, including bumper cross beam material (A), bumper cross beam thickness (B), energy absorber groove distance (C), and front longitudinal beam groove number (D), with 3 levels for each factor. The best option was B3D1A3C3 was gained by using range analysis and integrated balance method. Simulation results showed that both front and total energy absorption were improved. The optimized structure increased front energy absorption to 51.1, which can meet the industry requirement. Crashworthiness characteristics and axial collapse with damage propagation behavior of an aluminum/ CFRP hybrid square hollow section beam were investigated under dynamic axial crushing load for crash box application. The low speed impact test referred to the RCAR regulations was performed with five different lay-up sequences and two different laminate thicknesses. Both tip ends of hybrid specimen were clamped by a specially designed jig to assign a similar boundary condition with an auto body crash test model. Each different direction of carbon fibers offers respective crashworthiness characteristics, and the characteristics from each direction were mixed when stacked together. The specific energy absorbed and crush force efficiency were improved simultaneously up to 38 and 30, respectively in the Al/CFRP hybrid SHS beam with a [0_/90_]2n lay-up sequence, and they were slightly improved by increasing the thickness of the CFRP laminates. 3. MATERIALS USED IN BUMPER At one time, most car bumpers were made of steel. Then, most were made of chrome or a chrome-plated material. Today, car bumpers can be made from anything from chrome-plated material to a variety of different rubber materials or plastics. This makes detailing car bumpers somewhat more complicated, as bumpers made from different materials require very different detailing treat- Pooja Sreerama 1 *,K.V.N.V.N.Rao 2 21/25

3 22/25 Table 1. ASTM standard for mechanical testing Table 2. Tensile test results ments. Detailing a chrome-plated bumper requires a bit of patience and a light sanding touch, but it is certainly something that even the most casual car owner can accomplish in a day or less. The primary enemy of chrome-plated bumpers is oxidation (rust). The longer you allow rust spots to remain on your bumper, the more difficult the detailing process is going to be. Bumpers on most new cars are color-coordinated plastic "wrappers," molded sleekly around the front and back ends of the vehicles. They may please the eye, but whether these bumpers protect the vehicle they surround from damage in low-speed impacts is another matter. According to the National Institute for Highway Safety, how well the car is protected depends largely on what s underneath the plastic. Bumper systems usually include a reinforcement bar plus energy-absorbing material, such as polypropylene foam. Better bumpers often have hydraulic shock absorbers instead of, or in addition to, the foam. Today s plastic auto bumpers and fascia systems are aesthetically pleasing, while offering advantages to both designers and drivers. The majority of modern plastic car bumper system fascias are made of thermoplastic olefins (TPOs), polycarbonates, polyesters, polypropylene, polyurethanes, polyamides, or blends of these with, for instance, glass fibers, for strength and structural rigidity. The use of plastic in auto bumpers and fascias gives designers a tremendous amount of freedom when it comes to styling a prototype vehicle, or improving an existing model. Plastic bumpers contain reinforcements that allow them to be as impact-resistant as metals while being less expensive to replace than their metal equivalents. Plastic car bumpers generally expand at the same rate as metal bumpers under normal driving temperatures and do not usually require special fixtures to keep them in place. 4. MODELLING, ANALYSIS AND EXPERIMENTAL RESULTS The weight of the Gfrp reduced of about 36 percentage while compared to structural steel. The stress and strain values for the Gfrp vary by 6 and 11 percentage when compared to structural steel. And it is found the total deformation of the Gfrp increases by 14 percentage when compared to structural steel. As the deformation increases Figure 4. Tensile test Specimen Figure 5. Stress Strain Curve For Tensile Test Figure 6. Load-Displacement Curve For Tensile Test Pooja Sreerama 1 *,K.V.N.V.N.Rao 2 22/25

4 Design and Impact Analysis on front Bumper beam Crash box for a sedan car using glass fiber reinforced polymer 23/25 Figure 7. Compression test Specimen Figure 9. Load-Displacement Curve For Compression Test Figure 10. Catia model of bumper beam with crash box Figure 11. 3D representationof bumper beam with crash box Figure 8. Stress Strain Curve For Compression Test Table 3. results compared between structural steel and GFRP Figure 12. Applying the boundary conditions Figure 13. Meshing Pooja Sreerama1 *,K.V.N.V.N.Rao 2 23/25

5 24/25 the energy absorption also increases gradually. Figure 14. Total Deformation Figure 15. Von mises Elastic Strain Figure 16. Von Mises Stress Figure 17. Total Deformation 5. CONCLUSION The experiment is done to improve the crashworthiness of a traditional energy absorption device in order to increase the fuel efficiency and occupant safety. For this the bumper beam crash box of GFRP is performed. An initial model, the initial specimen, was selected as a reference to compare with the optimum designs which would be obtained. And also some preliminary test where out with this specimen. The specimen is prepared by the hand layup method and the material used is Glass fiber reinforced polimer. And the prepared sample specimen is divided into various dimensions for the testing purpose. To find the young s modulus of the material, the specimen is involved testing methods of tensile, compression and impact test. Bumper beam crash box is drawn through the Catia and analysis in made by applying the boundary conditions and the results are compared with the experimental results. The GFRP has more stress and strain characteristics compared to Structural steel. The weight reduces 36 from the structural steel The stress values increases by 6 for GFRP when compared to structural steel. The strain values increases by 11 for GFRP when compared to structural steel. The deformation for the GFRP increases by 14 while compared to structural steel. FUTURE SCOPE AND WORK The results can be further improved by optimizing the design of the bumper beam crash box and by adding good energy absorption materials along with the crash box. The experiments can be conducted to coat the inner surface of on the crash box with good resonating material which can help in increasing the impact energy at the time of accidents. The get the optimised result of the crash box by experimental method, crash box should be fabricated and should be involved through the crash analysis and by results can be compared with LS DYNA. References Figure 18. Von mises Elastic Strain Figure 19. Von Mises Stress [1] Belingardi.G, Alternative lightweight materials and component manufacturing technologies for vehicle frontal bumper beam, Published by Elsevier Science Ltd, Volume 120, February 2015, Pages [2] Beyene A.T, Design and Manufacturing Issues in the Development of Lightweight Solution for a Vehicle Frontal Bumper, International Symposium on Dynamic Response and Failure of Composite Materials, DRaF2014, Volume 88, 2014, Pages [3] Do-Hyoung Kim, Design optimization and manufacture of hybrid glass/carbon fiber reinforced composite bumper beam for automobile vehicle, Published by Elsevier Science Ltd, Composite Structures 131 (2015) Pooja Sreerama 1 *,K.V.N.V.N.Rao 2 24/25

6 25/25 [4] Fang Zeng, Hui Xie, Design and optimization of a new composite bumper beam in high-speed frontal crashes, Struct Multidisc Optim (2016) 53: [5] Giovanni Belingardi, Crashworthiness Of Integrated Crash-Box And Bumper Beam Made By Die-Forminjg Composite, Eccm16-16th European Conference On Composite Materials, Seville, Spain, June [6] Hao Chen, Vehicle Front Structure Energy Absorbing Optimization in Frontal Impact, The Open Mechanical Engineering Journal, 2015, 9, Copyright IJCSME Pooja Sreerama 1 *,K.V.N.V.N.Rao 2 25/25

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