Crashworthiness optimisation of vehicle structures with magnesium alloy parts

Parrish, Andrew; Rais‐Rohani, Masoud; Najafi, Ali

doi:10.1080/13588265.2011.648518

Cited by 30 publications

(10 citation statements)

References 20 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Among these techniques, Polynomial Response Surface (PRS) [2], Radial Basis Function (RBF) [6,7,42], and Kriging (KG) [45] are of importance. Based on the prior experience with RBF and its ability for accurate representation of nonlinear responses [6,7,42], this technique was selected for response approximation in this study.…”

Section: Response Approximationmentioning

confidence: 99%

A Comparative Study of Non-traditional Methods for Vehicle Crashworthiness and NVH Optimization

Kiani

Yıldız

2015

Arch Computat Methods Eng

141

View full text Add to dashboard Cite

In this paper, metamodeling and five wellknown metaheuristic optimization algorithms were used to reduce the weight and improve crash and NVH attributes of a vehicle simultaneously. A high-fidelity full vehicle model is used to analyze peak acceleration, intrusion and component's internal-energy under Full-Frontal, Offset-Frontal, and Side crash scenarios as well as vehicle natural frequencies. The radial basis functions method is used to approximate the structural responses. A nonlinear surrogate-based mass minimization was formulated and solved by five different optimization algorithms under crash-vibration constraints. The performance of these algorithms is investigated and discussed.

show abstract

Section: Response Approximationmentioning

confidence: 99%

A Comparative Study of Non-traditional Methods for Vehicle Crashworthiness and NVH Optimization

Kiani

Yıldız

2015

Arch Computat Methods Eng

141

View full text Add to dashboard Cite

show abstract

“…For the use of lightweight magnesium alloy panels into automotive industry, until now only Andrew Parrish, Masoud Rais-Rohani and Ali Najafi [1,8] have replaced the baseline steel parts and performed optimization on the full-scale Dodge Neon model on crashworthiness characteristics. But there is no refer to material mechanism of magnesium alloys, especially dynamic mechanism for nonlinear characteristics such as in this crashworthiness.…”

Section: Structural Panel Use Simulationmentioning

confidence: 99%

“…Stricter regulations on fuel economy and growing concerns on automotive emissions have led to an increased focus on vehicle weight reduction [1]. Automotive lightweight is considered as key strategy to improve fuel consumption and reduce artificial environmental damage emissions [2,3].…”

Section: Introductionmentioning

confidence: 99%

Constitutive Parameters Identification of AZ31B-H24 Magnesium Alloy and Energy-Absorption Analysis in Structural Panel Use

et al. 2018

View full text Add to dashboard Cite

As a novel lightweight material, AZ31B magnesium alloy is considered as the most potential material to instead baseline steel in some automotive parts. However, their structural use is quite limited and so far proper numerical modeling has not been developed to represent magnesium alloy. In present study, the Split Hopkinson Pressure Bar (SHPB) test is utilized to investigate material dynamic mechanism for AZ31B-H24 over a wide range of strain rates from 1389 s-1 to 7296 s-1. Parametric identification for Johnson-Cook (J-C) constitutive model available in the commercial finite element package LS-DYNA is carried out. Proper parameters are obtained by curve fit using genetic algorithm with experimental results. Constitutive model after parametric identification is applied to automotive outer panels for crashworthiness analysis. Energy absorption with magnesium alloy substituted baseline steel under lightweight 51.18% is obtained and the key problem of thin-walled magnesium alloy applied in automotive structure is advanced.

show abstract

“…Using virtual test to optimise a B-Pillar by changing the B-Pillar material and thickness, Qiao and Shi [5] found out that increasing the material thickness was not an ideal approach but changing the material from steel to aluminium alloy greatly improved the crashworthiness of the B-Pillar. However, studies conducted by Parrish et al [32] revealed that magnesium alloy can be optimised to improve crashworthiness characteristics with over 50% weight reduction in the redesign part. Contrarily, Lilehkoohi et al [33] in their investigation proposed AISI1006 carbon steel for B-Pillar crash impact test but this may compromise the lightweight requirement due to its density which may contribute to fuel consumption rate of a given vehicle.…”

Section: Elastic Region and Ultimate Tensile Strengthmentioning

confidence: 99%

Design optimization of a B-pillar for crashworthiness of vehicle side impact

Ikpe¹,

Owunna²,

Satope³

2017

J. MECH. ENG. SCI.

View full text Add to dashboard Cite

In this study, Hypermesh and Catia V5 software were adopted for finite element analysis (FEA) of a vehicle B-pillar. The design objectives were to optimise the B-Pillar such that the maximum displacement, weight, and maximum stress value of B-Pillar is minimised without compromising its yield strength and impact resistant properties. This is significant for the improvement of a vehicle's crashworthiness and ensuring the safety of passenger(s) during road accidents. This study initially analysed a given B-pillar design after being subjected to an even force of 140kN. The result produced von Mises stress of 1646MPa and deflection of 5.9mm. To ensure that EuroCAP directives were met, the BPillar was reinforced by adding extra steel plates to its inner surface and applying seam welding to ascertain their fusion and analysed using the same force of 140kN. Analysis of the reinforced B-Pillar design produced maximum von Mises stress of 673MPa with a maximum displacement value of 2.39mm. The optimised B-Pillar design was reinforced with 1.7kg steel plate with the overall mass of the B-Pillar amounting to 4.2kg of the total design compared to the original B-Pillar which had a total mass of 6kg. The optimised BPillar possessed less weight beside capable of resisting a force of 140kN with von Mises stress and displacement rate lower than the original B-Pillar. Thus, this indicates improvement in the tensile strength, stiffness, and impact resistant behaviour against collision forces by acting sideward on vehicles during road accidents. This can save such vehicles and passengers from severe damage that may result in loss of lives and properties. Hence, B-Pillar must be designed following the existing standards and tested before installation on vehicles to avoid unforeseen catastrophes.

show abstract

Crashworthiness optimisation of vehicle structures with magnesium alloy parts

Cited by 30 publications

References 20 publications

A Comparative Study of Non-traditional Methods for Vehicle Crashworthiness and NVH Optimization

A Comparative Study of Non-traditional Methods for Vehicle Crashworthiness and NVH Optimization

Constitutive Parameters Identification of AZ31B-H24 Magnesium Alloy and Energy-Absorption Analysis in Structural Panel Use

Design optimization of a B-pillar for crashworthiness of vehicle side impact

Contact Info

Product

Resources

About