Finite element mapping for incompatible FE meshes of composite structures

Mayer, Nancy; Broucke, Björn Van Den; Prowe, Jens; Havar, Tamas; Hinterhölzl, Roland

doi:10.1016/j.advengsoft.2016.05.007

Cited by 12 publications

(6 citation statements)

References 25 publications

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“…In contrast, the development of CAE chains for CoFRP is still in its early stages and lacks fundamental research in terms of physically consistent informa tion transfer between the simulation steps. While application oriented, commercial in house solutions and corresponding more or less super ficial conference contributions have steadily increased since 2 [85 90], fundamentally orientated journal papers addressing CAE chains for CoFRP are still rare [79,91,92]. In the opinion of the authors, this is mainly caused by the fact that research institutes are typically specia lized in a certain area of expertise, without having the experience and the capacity to look at the whole composite process chain including all intermediate process steps.…”

Section: Continuous Cae Chainsmentioning

confidence: 99%

“…Thus, model specific data interfaces are needed to transfer information from one simulation step to another. Here, one needs both neutral data formats that ensure software independent data exchange and robust mapping algorithms that ensure accurate information transfer between incompatible meshes [91,120]. Suitable interchange formats can interlink structure mechanical with fluid mechanical models as well as micro mechanical with macro mechanical models, for different types of processes and different length and time scales [84].…”

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

“…The data formats must provide robustness, extensibility, and flex ibility for the types of data being considered [121]. Commonly used interchange formats are HDF5 based [86,91,122], XML based [81,123], and the vtk format [79]. Since a common standard for data interchange formats has not yet been defined, interface implementation requires substantial manual, case by case effort.…”

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

“…Map ping schemes based on the nearest neighborhood search [125] are particularly simple and efficient. Interpolating mapping schemes based on element shape functions seem to be more appropriate [82,91], but still treat tensor components in a decoupled way, which may cause non physical results. If transferred information like fiber orientation, inner stresses, etc.…”

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

See 3 more Smart Citations

Fast processing and continuous simulation of automotive structural composite components

Henning

Kärger

Dörr

et al. 2019

Composites Science and Technology

120

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Due to application-specific tailoring, continuous fiber reinforced plastics (CoFRP) provide an exceptional lightweight potential and are particularly suited for structural components. The use of CoFRP specifically for weight reduction of the automotive car body is the major focus of this feature article. Automotive mass production requires fast and qualified, thus highly automated and material efficient manufacturing technologies. Consequently, CoFRP manufacturing for automotive differs considerably from conventional CoFRP manufacturing for aerospace, particularly in terms of higher throughput with higher investment, but lower operating effort. Furthermore, automotive structures have smaller dimensions with more complex shapes, which makes it more challenging to avoid forming defects and to ensure complete injection. Since manufacturing makes the main difference between automotive and aerospace composite components, this feature article puts emphasis on the process technologies and on the corresponding material behavior and process simulation methods. For a holistic product design of automotive CoFRP components, a simultaneous virtual description and virtual optimization of both manufacturing process and structural capacity is necessary. Production effects must be considered in the part design and, thus, must be reliably predicted by process simulation as well as taken into account in subsequent simulation steps. This feature article therefore evaluates the current state of the art in the continuous virtual representation of CoFRP process chains, including the process steps forming, injection and curing. Furthermore, the integrated optimization along this CAE chain is a key factor for an economic part design and therefore another major subject of this article.

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Section: Continuous Cae Chainsmentioning

confidence: 99%

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

Section: Interface Solutions For Composite Cae Chainsmentioning

confidence: 99%

See 2 more Smart Citations

Fast processing and continuous simulation of automotive structural composite components

Henning

Kärger

Dörr

et al. 2019

Composites Science and Technology

120

View full text Add to dashboard Cite

show abstract

“…As shown in Figure 9, a shear angle occurred in the z-axis, where the bending load acted. Because the bending stiffness of the CFRP product was strengthened in the direction in which the fibers were arranged, bending deformation was smaller than structural analysis [27,28,29]. Therefore, structural analysis considering the shear angle that occurred in the product is required for precise product design.…”

Section: Verification Of Cfrp B-pillar Reinforcementmentioning

confidence: 99%

Design of Lightweight CFRP Automotive Part as an Alternative for Steel Part by Thickness and Lay-Up Optimization

et al. 2019

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Mechanical properties, such as strength and stiffness, of laminated carbon fiber reinforced plastic (CFRP) are generally affected by the lay-up method. However, no precise design rules to replace steel products with CFRP have been established that satisfy these properties. Therefore, this study proposes a set of rules to design automotive parts with equivalent bending stiffness through structural analysis and genetic algorithms (GAs). First, the thickness of the CFRP product was determined by comparing the bending deformation of steel products by structural analysis. To minimize the orthotropic characteristics of CFRP, the quasi-isotropic lay-up method was implemented to determine the thickness. Next, the lay-up angle was determined using GAs. The optimized lay-up angle of the CFRP product with minimum bending deformation was determined by population generation, cross-over, mutation, and fitness evaluation. CFRP B-pillar reinforcement was fabricated using the determined conditions and the bending deformation of the single component was evaluated. Finally, the B-pillar assembled with CFRP reinforcement was investigated by the drop tower test.

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Structural analysis of woven-fabric composite considering changes in degrees of in-plane shear deformation during manufacturing process

et al. 2021

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Finite element mapping for incompatible FE meshes of composite structures

Cited by 12 publications

References 25 publications

Fast processing and continuous simulation of automotive structural composite components

Fast processing and continuous simulation of automotive structural composite components

Design of Lightweight CFRP Automotive Part as an Alternative for Steel Part by Thickness and Lay-Up Optimization

Structural analysis of woven-fabric composite considering changes in degrees of in-plane shear deformation during manufacturing process

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