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9-Finite Element Analytical Tecniques PDF
9-Finite Element Analytical Tecniques PDF
Outline
• Three types of models are used to simulate vehicle structures
– Lumped Parameter (LP) models
– Hybrid models
– Finite Element (FE) models
• FE models
– Heuristic beam models and
– Continuum mechanics‐based models which use beam, solid and shell
elements
• Most detailed models (LP or FE) are approximations of a highly
complex non‐linear system subject to large and unstable elastic‐
plastic deformations
Slide 3 of 88
Historical Background
Historical Background
1970 ‐1985:
• Essentially one of genesis and growth, develop some understanding
of an extremely complex structural mechanics problem
• numerical techniques to simulate deformations, including folding
and buckling of a car structure during first 50 to 100 ms of a crash
test
• Solutions obtained by using beam element models in conjunction
with nonlinear joint formulations
• Solutions based on first principles by modeling the car body as a
continuum, and thus, automating the task of attributing discretized
stiffness values to the structural components
Slide 4 of 88
Historical Background
Historical Background
• Discretized stiffness based on
– quasi‐static beam element formulation
– implicit FE techniques
– finite difference methods
– implicit/explicit
/ FE formulations
– Explicit FE time integration
• First crash model simulated a head‐on collision of a vehicle front
structure
t t with
ith a rigid
i id wall,
ll using
i DYCAST (implicit
(i li it solver)
l )
• Development of an implicit‐explicit integration FE PAM‐CRASH
code, applied to analyze the response of an A‐pillar, and next to the
right front quarter of a unit‐body
unit body passenger vehicle structure
• The quasi‐static analysis was accomplished by an iterative
incremental force/displacement analysis
Slide 5 of 88
Historical Background
Historical Background
• Some features of the solvers:
– Combined time integration with shell elements
– node‐to‐segment contact force transmissions
– Plane stress elasto‐plasticity
elasto plasticit
• Continuum approach remained mainly in research
• As there is high degree of interaction between the different panels
of an automobile structure, it is necessary to consider the full
vehicle in a single model to predict the energy absorption of the
individual p
parts duringg a crash.
• The inability to fulfill this requirement brought the continuum
approach and thus, the finite element approach, to automotive
crash simulations to a standstill in the late 1970s and early 1980s
Slide 6 of 88
Historical Background
Historical Background
1985 to present:
• Breakthrough of finite element methods in the mid‐1980s
– “Vectorized Super Computers” + “explicit FE”
• ESI model of VW POLO impact with rigid barrier
ESI model of VW POLO impact with rigid barrier
– From an initial velocity of 13.4 m/s
– 2,272 shell + 106 beam elements
– Elastic‐Plastic constitutive model with strain hardening for sheet
Elastic Plastic constitutive model with strain hardening for sheet
metal behavior
Table from Priya Prasad (2005)
Slide 7 of 88
Historical Background
Historical Background
• Forschungsgemeinschaft
Forschungsgemeinschaft‐Automobiltechnik
Automobiltechnik (FAT, 1983)
– Mercedes‐Benz, Porsche, BMW, Audi, Volkswagen, Opel
and Ford of Germany
– Objective : investigate the potential of the finite element
method to predict the buckling behavior of an automotive
car body during an overnight computer simulation
• Accuracy: sufficiently realistic prediction of the vehicle’s
deformation mode
deformation mode
• Efficiency: ability of the analyst to provide result within reasonable
deadlines
Slide 8 of 88
Historical Background
Historical Background
• IABG of Munich
IABG of Munich ‐ BMW 300
BMW 300
• ESI of Paris and Eschborn – VW polo
– model sizes of 6,000 to 7,000 shell elements
d l i f 6 000 t 7 000 h ll l t
– use of explicit finite element methods due to the
high convergence of problems
high convergence of problems
– implicit integration techniques to solve these
highly nonlinear problems
highly nonlinear problems
– Using explicit element‐by‐element techniques
showed that the problem could be solved
showed that the problem could be solved
Slide 9 of 88
Historical Background
Historical Background
• Vectorization of the software ((PAMCRASH and CRASHMAS
for ESI and IABG, respectively) and consequent
optimization with respect to the particular features of the
Cra 1 hardware
Cray‐1 hard are ultimately
ltimatel allowed
allo ed for runtimes
r ntimes that
satisfied the original FAT overnight performance criterion.
• Since 1986, the development of simulation technology for
crashworthiness “industrial” rather than “technological”
• In the late 1980s, numerical simulation was almost
exclusively a research activity involving very few engineers,
and hardly affecting the design cycle
Slide 10 of 88
Historical Background
Historical Background
• Numerical simulations have taken up a substantial part of the
increased workload of crashworthiness engineers
• Numerical simulations have not lowered the normal workload of
the test laboratories (verification and certification of vehicle
prototypes)
• Simulation: rapidly performing important simulations in parametric
studies
t di for
f quick
i k elimination
li i ti from
f prototyping
t t i those
th d i
designs which
hi h
have a high probability of not satisfying the testing criteria
• Mainstream use of numerical simulation as a direct support for the
design team requires the rapid development of full vehicle FE
models at the very early stages of the design ( bottle neck to
analyst’s work plan)
Slide 11 of 88
Historical Background
Historical Background
• When a safety‐related
y problem appears
p pp in a p
prototype
yp
during a test, it is simulation that allows for diagnosis
of the cause of the problem and selection of an
appropriate structural modification in a minimal
amount of time.
• In addition to structural analysis,
y occupant
p simulation
is increasingly performed using finite element models
• The extensive use of numerical simulation has enabled
the motor vehicle industry to introduce increasingly
safer cars and trucks in less time without a
corresponding increase in test facilities
Slide 12 of 88
Implicit Vs Explicit
Implicit Vs Explicit
Implicit Explicit
• Ma+Cv+Kx=F • Solve for ‘a’ using inversion of
M matrix
• Solve for x using inversion of K
• For lower order elements, M
For lower order elements M
matrix becomes lumped, and
• If K(x), iterations are involved inversion is trivial
• Integration is implicit
Integration is implicit • Integration is done using
g g
Central Difference or Forward
(Backward Euler Method) Euler
• Unconditionally stable • Conditionally Stable
• Since we solve for ‘x’, it is • Can be used only for short
implicit and lesser number of duration simulations
iterations • Tiny time steps
Slide 18 of 88
Formulation
Slide 19 of 88
Formulation
• Central difference method applied
Central difference method applied
Slide 20 of 88
Formulation
Slide 21 of 88
Formulation
Cauchy Stress expression
Cauchy Stress expression
Solution proceeds to the next step and hence for next
time step
time step
Slide 22 of 88
Explicit Integration
Explicit Integration
• Explicit integration method ‐ a numerical technique to integrate a
system of ordinary differential equations from the spatial
discretization of a continuum
• “Explicit”
Explicit refers to a specific technique whereby the equilibrium is
expressed at a moment in time where the displacements of all
spatial points are already known
– Accelerations are determined from the equilibrium
– Central differencing technique allows the analyst to determine the
displacements at the next time‐step and repeat the process.
• Since the displacements are known at the time for which the
dynamic equilibrium of the system is solved, this process requires
the only inversion of the mass matrix, M.
Slide 23 of 88
Explicit Integration
Explicit Integration
• If a lumped‐mass approach is used, the mass matrix is diagonal and no
matrix inversion is necessary
• If carefully implemented, explicit integration is second order accurate. It is
the element‐by‐element nature of the explicit algorithm that allows for
the best characterization of this solution technique
• Since stresses are calculated in each element separately from the
corresponding nodal displacements and/or velocities, each time‐step
simulates the effect of the loads on one side of the element upon the
opposing sides, thus representing the stress wave propagation through
the element
• The only drawbacks of the explicit algorithm are the conditional stability
h l d b k f h li i l i h h di i l bili
and the clear inability of the methodology to treat static problems.
Slide 24 of 88
Conditional Stability
Conditional Stability
• Courant’s condition: Time‐steps determined by dividing the
element
l t characteristic
h t i ti length
l th through
th h the
th acousticti wave speed d
through the material of which the element is made.
For typical automotive applications using mild steel elements (c=
5000 m/s) with a characteristic length of 5 mm,
mm this results in an
analysis time step of 1 microsecond.
• Analysis time‐step should not exceed the smallest of all element
• The requirement is equivalent to saying that the numerical time time‐
step of the analysis must be smaller than, or equal to, the time
needed for the physical stress wave to cross the element.
• Due to this restriction, it is clear that explicit methods are best
suited
i d to treat problems
bl off short
h d
duration
i and d thus,
h hi h loading
high l di
velocity and problems of a highly nonlinear nature that require
small time‐steps for accuracy reasons.
Slide 25 of 88
Shell Element
Shell Element
• 4‐noded Belytschko and Tsay shell
• Bilinearly interpolated isoparametric element, the lowest order of
interpolation functions available is used
• Element is under‐integrated
under integrated in the plane: there is a single
integration point in the center of the element
• Elasto‐plastic bending problems is possible by defining user‐defined
number of integration points through the thickness of the element,
all placed along the element normal in the element center
• Faster to computep four under‐integrated
g elements than a single
g
fully integrated element with four integration points : symmetries in
the strain‐displacement matrix that arise in the case of under‐
integrated
g finite elements
Slide 26 of 88
Shell Element
Shell Element
• Drawback of the under‐integration
g :number of zero‐
energy or hourglass modes
• Simplifications in the evaluation of the element strain‐
di l
displacement t matrix,
t i certain
t i deformation
d f ti modes d resultlt
in a zero‐strain calculation, and consequently, no
stresses and nodal forces are calculated
• Nodal velocities can easily and rapidly diverge towards
infinity as long as they remain parallel to the hourglass
modes of deformation (six in the Belytschko and Tsay
element)
• Hourglass instability is the major drawback
Slide 27 of 88
Shell Element
Shell Element
• Hourglass instabilities prevented by the use of
perturbation hourglass resistance techniques
– Detecting the presence of the hourglass mode in the
element deformation pattern, and consequently, applying
an external force field to ensure that the corresponding
velocities and/or displacements remain bounded
– It cannot be stressed enough that the hourglass forces
result from an artificial external force field and do not form
equilibrium
lb with
h stresses in the
h materiall
– Consequently they remove kinetic energy from the
structure in a non
non‐physical
physical way
Slide 28 of 88
Shell Elements
Shell Elements
• The
The element formulation and integration
element formulation and integration
techniques are chosen in a way to optimize
computational efficiency
computational efficiency
– Compromising the material stiffness in the
hourglass modes
hourglass modes
– Continuity of the out‐of‐plane displacement
ac oss e e e e bou da es
across the element boundaries
Slide 29 of 88
Shell Element
Shell Element
• A co‐rotational local system for objectivity.
• All element strains and stresses are calculated in a local
reference system following element normal and the
element 1‐2 side.
• No spurious strains and stresses are calculated if the
element is subjected to large rigid body rotational motions.
• Validity of the formulation limited to problems involving
small shear deformations. In practice, this is not a problem
for solving crashworthiness problems since no large
membrane shear deformations occur in sheet metal.
• It may cause hourglass modes to appear due to
exaggerated rotations of the stress tensor.
Slide 30 of 88
Shell Element
Shell Element
• Element formulation is based on a strict uncoupling of membrane and
bending effects.
• The membrane strains and stresses calculated as resulting from the loads
parallel to the local x‐y plane ‐ plane stress element.
• Formulation limited to small bending strains since no thickness changes
considered.
• Bendingg stresses result from loadingg alongg the local z‐axis and bendingg
moments around the local x and y‐axes.
• The bending strains in all integration points away from the element mid‐
plane are calculated usingg the Reissner‐Mindlin equations
p q and thus the
assumption is made implicitly that the element is flat.
• All four nodes are in the same plane and a single normal is valid for the
entire surface of the element.
Slide 31 of 88
Shell Element
Shell Element
• Belytschko
y and Tsayy shell element is thus the sum
of a plane stress membrane element and a
Reissner‐Mindlin plate element.
• This is not valid if the element is warped.
warped
• In warped element, loads parallel to the local x‐y
plane cause bending strains and these strains are
missed by the current element formulation.
• Warped Belytschko and Tsay elements severely
underestimate
d i the
h structure’s ’ bending
b di stiffness.
iff
• This is why this element fails the twisted beam
test often cited in the literature
Slide 32 of 88
Plasticity
• The plane stress plasticity at the individual
p p y
integration points of the element is based on the
membrane components of the stress tensor only
• Yield criteria
Yield criteria
σ2xx +σ2yy −σxx σyy + 3σ2xy ≤ σ2y
• Yield stress is a function of the equivalent plastic
Yield stress is a function of the equivalent plastic
strain and the strain rate
• Care must be taken to account for the nature of
the plastic deformation and thus a flow of the
material at constant volume must be simulated.
Slide 34 of 88
Plasticity
• Usually, a Newton iteration technique involving the
unknown through‐the thickness strain in the element is
performed.
• A non‐iterative, radial return approach will lead to a
deformation pattern involving a non‐zero volumetric plastic
strain.
• Poisson coefficient of the material during plastic
deformation equal to the elastic Poisson coefficient
• Computer‐time‐saving approach implemented in most
explicit
p finite element codes and approximation
pp do not
affect much results of crashworthiness simulations
(indication for small deformation nature of the problem)
Slide 35 of 88
Contact Treatment
Contact Treatment
• All early contact algorithm implementations
were node‐to‐segment contacts:
– If the nodes and segments are on different
physical surfaces, a so‐called master‐slave contact
definition exists
– If they are on the same physical surface, a so‐
called single surface contact definition exists
where the nodes of the surface are not permitted
to penetrate the shell elements that they define
Slide 36 of 88
Contact Treatment
Contact Treatment
• Contact definitions are an indispensable part of
the spatial discretization of the structure
• Consist of a number of “contact
contact springs
springs” or spring
elements that are generated in the model as soon
as a penetration is detected and automatically
deleted from the model as soon as that very
penetration has been annihilated
p
• Contact stiffness controlled by the user, who
multiplies
p this default valuewith a ppenaltyy factor
Slide 37 of 88
Contact Treatment
Contact Treatment
• Increase the penalty factor to avoid deep penetrations results in
unrealistic simulation results
• An upper bound for stiffness required to maintain stability of
explicit integration
• A contact spring stiffness is so decided that it operates at the
stability limit and will stop penetration of the slave node through
th master
the t segmentt in
i a single
i l time‐step.
ti t
• The penetration in a typical crash analysis where nodal velocities
are of the order of 10 m/s is:
10*0.000001=0.000010m=0.01mm
• Safety factor of 10 with respect to the stability does not affect
accuracy due to penetrations intrinsically allowed by contact
accuracy due to penetrations intrinsically allowed by contact
Slide 38 of 88
Contact Treatment
Contact Treatment
• The main problems in contact algorithms originate in the node‐to‐
segmentt nature
t off the
th model
d l definition,
d fi iti as wellll as in
i the
th search
h
algorithms that define which nodes are in contact with which
segments
– Treating node
node‐to‐segment
to segment conditions only leads to a systematic failure
of detecting edge‐to‐edge or edge to segment penetrations.
– For each slave node
• Find the nearest master node
• Find
Fi d th
the nearestt master
t segmentt connected
t d to
t this
thi master
t node
d
– Works well for smooth surfaces
– Not for irregular meshes and high curvatures
• The search of the nearest neighbor node is most inefficient and
time consuming part of the explicit solvers for many years, even
after the introduction of the bucket sort algorithms
Slide 39 of 88
Contact Treatment
Contact Treatment
• Early search algorithms detected a nearest master node for
y g
each slave node and selected a single nearest master
segment from all segments connected to the nearest
master node
master node.
• An algorithm that works very well for the simulation of the
contact of two smooth convex surfaces, but fails in many
contact of two smooth convex surfaces, but fails in many
situations that occur in the high curvature failure modes
• In multiple impacts and high curvatures in the mesh, as
well as irregular meshes : detection of a wrong neighbor
segment, allowing numerous penetrations to remain
undetected.
Slide 40 of 88
Models Development Between 1987
and 1997
d
• The state‐of‐the‐art model size for a full vehicle crashworthiness model
grew by
b a factor
f t off 15,
15 from
f 10 000 to
10,000 t 150,000
150 000 elements
l t
• Homogeneous models to cover all load cases for frontal, side and rear
impact simulations by a single model.
– Mesh size for uniform and multi
multi‐load
load case model is between 5 and
10 mm.
• larger than 10 mm do not provide enough accuracy
• below 5 mm make the element size smaller than the spot weld connections
– A
Another
th approach h (brick
(b i k element
l t modeling)
d li ) also
l make
k more sense.
– If the total sheet metal surface of a body‐in‐white is about 25
square meters, it is expected that model sizes between 250,000
and 500,000
, elements for a full body‐in‐white
y
– Limit that should sensibly be used with shell elements. (Each
element represents between 0.5 and 1 gram of steel)
Slide 41 of 88
Models Development Between 1987
and 1997
d
• Mesh is able to smoothly represent
Dr. Hannes Moeller of
Dr Hannes Moeller of
the deformed shape of the car body
DaimlerChrysler Corporation
• Five elements (half a wavelength)
necessary to represent the width of a
buckle to represent deformed
geometry
• The simulation result remains mesh‐
dependent
p
• The predicted accelerations and
energy absorption will continue to
change until mesh convergence is
reached
h d
• This point lies between 10 and 16
elements per buckle Evolution of model size and CPU
from 1988 to 1998
Table from Priya Prasad (2005)
Slide 42 of 88
Models Development Between 1987
and 1997
d
• But
But model size is only the first half of the story
model size is only the first half of the story
• Mesh and element quality are of utmost
importance for the reliability of the result of a
importance for the reliability of the result of a
crashworthiness simulation
• From a coarse and rough approximation to
F d h i i
highly precise and a rigorous approach
• Meshing for crashworthiness has become a
profession in its own right
Slide 43 of 88
Meshing process
Meshing process
• Every sheet metal component in the car body is meshed separately
using
i CAD surface
f d t
data.
• For a precise model of the sheet in the midplane, offsets of the
surface data are carefully performed.
• The sheet is then meshed in a regular way using mesh‐lines
mesh lines that are
as much as possible parallel and orthogonal to the incoming
pressure wave and using triangles only where necessary.
• Triangles are found in areas of mesh transition or areas of high
double curvature (warpage) only.
• At the assembly of the individual sheets, offsets may be necessary
in order to guarantee a minimum gap between all parts so that no
i i i l penetrations
initial i are generated.
d
• These gaps are also necessary to ensure a good performance of the
contact algorithms and avoid deep penetrations through the
midplane of the opposing part.
part
Slide 44 of 88
Spot Welds
Spot Welds
• Currently no clearly superior method can be distinguished
• One issue is the real rotational stiffness of the spot weld
• Another problem lies in the desire to make the spot weld
element location independent of the finite element mesh
element location independent of the finite element mesh
on both flanges.
• Flanges are currently meshed with two elements over the
width, automatic generation of a regular pattern for the
width, automatic generation of a regular pattern for the
spot weld elements proves a rather elusive goal.
• In a modern vehicle model, between 3,000 and 5,000 spot
welds are modeled individually and roughly in their exact
welds are modeled individually and roughly in their exact
locations
Slide 45 of 88
Power Train
Power‐Train
• Necessary to accurately model the mass, rotational inertia and center of
gravity
i position
i i off the
h engine
i and d transmission
i i block.
bl k
• The engine mounts modeled similar to the sub‐frame mounts.
• Decisive factor in determining the relative rotation between power‐train and
body‐in‐white.
body‐in‐white
• A cylindrical shell model with 5 or 6 elements over the circumference is
typically used to model drive‐shafts in order to simulate potential contacts
with brackets in the car body.
• Spherical joints connect the drive‐shafts to the wheel knuckles and to the
transmission block.
• To avoid small time‐steps, rigid body definitions are usually superimposed on
the power‐train
power train subsystem models.
models
• For smooth contact forces between engine block and structure, the external
geometry of the engine block is accurately modeled using elements of a size
g then the ones used for the car bodyy
not much larger
Slide 47 of 88
Axles
• Axle modeled using shell elements starting from CAD surface or line data.
• For a typical McPherson front axle, this subsystem has modeling of the wheel
knuckle, suspension strut, lower control arm and stabilizer bar.
• A detailed shell model to ensure that all potential contacts with structural
parts can occur in the model.
• The stabilizer bar is modeled as a cylindrical bar with 5 or 6 shells over the
circumference.
• If these elements have a very small dimension, mass scaling or other
techniques can be used to prevent a dramatic decrease in the calculated
stable time‐step.
• The
h rubber
bb bushings
b h in the
h chassis
h model
d l are not modeled
d l d in detail,
d l as the
h
sub‐frame and engine mounts.
• A series of revolute, cylindrical and spherical joints provide the correct hinges
between the chassis parts as well as between chassis and car body structure.
structure
Slide 48 of 88
Wheels
• The wheels are connected to the axle models.
• The wheels consist of detailed geometrical models for
wheel rim, brake disk and outer tire.
• The wheel rim and the brake disk are usually rigidly
connected to the wheel rim, thus preventing the wheel
from rotating.
• This must obviously be improved if mishandling simulations
are performed, but is acceptable for crash simulations
necessary to account for the correct inertial response of
the wheel.
• The wheel can become a major load path in offset or
oblique frontal crash events.
• The tire stiffness must be accurately simulated.
simulated
Slide 49 of 88
Tires
• The air in the tire is simulated using the airbag algorithms
g g g
of the explicit codes
• The pressure of a constant amount of air in the tire as a
function of the compressed volume, assuming isothermal
or isentropic conditions.
• A remaining problem is in the material model of the tires
A remaining problem is in the material model of the tires
themselves.
• Existing tire models are far too complex to be incorporated
in full vehicle crash models, and research is needed to
generate reasonable and efficient approximations.
Slide 50 of 88
Steering Assembly
Steering Assembly
• The steering rack and its connections to the wheel knuckle modeled
similar to the front and rear axles.
i il t th f t d l
• A correct modeling of outer contours releasing the correct degrees
of freedom in the connections using joint and/or spring elements is
usually considered sufficient
usually considered sufficient.
• A detailed model is built that couples the translational motion of
the steering rack to the rotation of the wheels in the study of
frontal offset and oblique impacts.
• Very often, a steering rack model that is fixed to the sub‐frame
structure is used, thus effectively blocking the wheel rotation.
• The steering column is usually modeled as a set of cylindrical tubes
sliding in each other.
lidi i h h
• It is this sliding motion that simulates the telescopic deformation of
the steering column as the dummy hits the steering wheel.
Slide 51 of 88
Engine section
Engine section
• Engine motion is crucial for the dummy response in the passenger
compartment during a frontal impact
compartment during a frontal impact.
• Engine motion is at least partly determined by contacts with the structure
and other components located under the hood.
• p y, , g ,
Components include the battery, radiator, air conditioning unit, automatic
braking system unit, ventilators and electro‐engines at the radiator,
radiator bracket and light brackets.
• Some of these are mild steel structures and can be modeled as such.
• Others are hard points and little care must be given to the determination
Others are hard points and little care must be given to the determination
of their stiffness as long as the resulting strength is considerably higher
than that of the surrounding structural parts.
• An exception is the radiator model, which must crush under the impact of
the engine block and somewhat damp its acceleration response.
h i bl k d h d i l i
• Equivalent models based on force‐displacement curves determined in a
drop test
Slide 52 of 88
Doors
• Structural model of the doors sufficient for the simulation of frontal and
rear crashes
• For side impact load cases, door inner components must be carefully
modeled.
• g and locks must be modeled in such a wayy that the correct
Hinges
rotational degrees of freedom are released between the door model and
the model of the body‐in‐white.
• Door structures are mostly quite weak with respect to bending.
• The inner components such as guide rails for the window, window electrical
motors, loudspeakers and the window glass provide the flexural stiffness
of the entire component, and thus, determine the critical timing of the
impact between door and occupant.
• The
h inertial
i i l response off the
h door
d structure is
i important
i i determining
in d i i the
h
velocity of impact with the dummy.
• The mass of the door as well as the masses of its individual components
should be carefullyy checked.
Slide 53 of 88
Software Development Between 1987
and 1997
d
• Modeling technology has evolved towards ever larger and more
d t il d numerical
detailed i l models
d l off the
th vehicle
hi l in
i a questt for
f more
accuracy and more reliability in the results.
• Software development trying to run and manage these models with
continuously increasing size,
size using essentially the same basic
technology.
• A first important focus point of development was on animation
packages for rapid post‐processing for visualization of the simulated
crash event and the deformation modes of the car body and for
display of plastic strain, stresses and energy densities over the
individual parts.
• This allowed the engineer to immediately identify those
components that absorb more or less energy
• Interactive pre‐processing software of the models to quickly
incorporate
p structural changes
g
Slide 55 of 88
Software Development Between 1987
and 1997
d
• Effort has been to increase the efficiency of the solvers
• Explicit finite element codes have been optimized to the point that they
run in a 99 percent Vectorized mode.
• The element‐by‐element nature of the codes lends itself particularly well
for Vectorized p processingg consideringg the nodal force assembly,
y, and the
search algorithms in the contact‐impact routines.
• Parallelization of the codes achieving ever better scaling performance on
both shared memory and distributed memory machines.
• A major advance was the replacement of node‐based
node based contact search
algorithms by so‐called segment‐based search algorithms.
• The old algorithms based on the search of a nearest master node for every
slave node are always computer‐time consuming even if bucket sorting
i
improves this
hi situation.
i i
• With the new segment‐based search methods, an algorithm was
introduced that is not only computationally much more efficient, but also
p
improves on manyy of the shortcomingsg of older algorithms.
g
Slide 56 of 88
Software Development Between 1987
and 1997
d
• Techniques developed in order to allow explicit simulations to run with a
constant time‐step
time step value.
value
• The stable time step of the analysis is linearly dependent upon the shortest
mesh dimension in the model.
• As deformation changes (reduces) this dimension, a drop of the time‐step
seems mathematically
h i ll unavoidable.
id bl
• Indeed it is not possible to keep a constant time‐step during a crash
simulation with highly deforming shell elements without changing the physics
of the problem.
• Small strain formulations where the influence of the change in geometry upon
the element stiffness is ignored from a certain point on (or during the entire
analysis), to a controlled reduction of the material’s elastic modulus as it
plastically deforms.
• The most widely used method is mass scaling.
• As an element dimension decreases, the corresponding material density or
nodal masses are increased in such a way that the resulting time step remains
co sta t
constant.
Slide 57 of 88
Software Development Between 1987
and 1997
d
• The basic technology of explicit finite element codes same
d
during the
h last
l decade.
d d
• One of the major improvements in accuracy was the
replacement of degenerated quadrilateral elements by a true
C0 triangle
t i l element
l t as proposed
d by
b Belytschko.
B l t hk
• This element is free of hourglass modes and has a bending
response equivalent to the flat quadrilateral Belytschko and
Tsa element.
Tsay element
• Major improvement with respect to a degenerated quad but
still must be used with care and in limited numbers mainly
because
• in‐plane shear stiffness that can be too high in certain cases
Slide 58 of 88
Software Development Between 1987
and 1997
d
• A large number of special purpose options were added
to the codes in order to fulfill crash‐specific functions
in the models.
– Such as rigid
g bodies,, but spring
p g elements,, spotp weld
elements, joint elements and occupant simulation
oriented options such as seatbelt, and airbag models.
• These
ese mainly
a y improve
p o e thee app
application
ca o scope o of thee
codes.
• It seems that the simulations have arrived at a
crossover point where the factor limiting the accuracy
of the simulation is no longer the mesh, but rather, the
numerical algorithms that are used in the explicit finite
element codes.
codes
Slide 59 of 88
Algorithms – weak link
Algorithms weak link
• Some of the algorithmic deficiencies tended to compensate for the
errors due
d tot the
th coarseness off the
th finite
fi it element
l t mesh.
h
– Penetrations allowed due to failing contact algorithms and zero energy
modes in under‐integrated shell elements
• Greater potential for improvement in the near future lies in the use
of more accurate algorithms rather than in further refinement of
the models.
• In other words, the algorithms
g have become the weak link in the
chain.
• Improved algorithms for shells and contacts have been available in
explicit codes for quite a while, but have not been used extensively
for a variety of reasons,
reasons including increased computer time and lack
of numerical robustness.
Slide 62 of 88
Hour glass
Hour‐glass
• Increasingly finer models allows for detection of the influence of
th zero‐energy modes
the d and
d the
th corresponding di perturbation
t b ti
hourglass forces in the numerical models.
• The perturbation hourglass forces are nodal forces introduced
numerically in order to prevent the hourglass velocity components
in the element from becoming unbounded.
• Although these forces are supposed to make up for the missing
element stiffness, they do not correspond to a stress in the
element, and thus constitute an external force field of rather
arbitrary magnitude controlled by user‐defined coefficients.
• Due to the introduction of this force field, a perturbation‐stabilized
under integrated element may behave both too weak or too stiff
under‐integrated
compared to reality.
Slide 64 of 88
Integration points
Integration points
• Full integration using four‐Gauss integration points in the element of the
bilinearly interpolated element.
element
• Unfortunately, straightforward solution does not work.
• Fully under‐integrated elements with uniform bilinear interpolation suffer
g
from another drawback called “shear locking”.
• Shear locking occurs when non‐zero out‐of‐plane shear strains are
predicted by the element in conditions of pure bending resulting in an
overly‐stiff element response.
• This problem is caused by uniform interpolation: if out‐of‐plane
out of plane
deflections are interpolated with higher order rather then bilinear
functions, formulations that exhibit no shear locking are possible.
• However, complexity increases which decreases element performance.
• Development of a fully‐integrated element that avoids all shear locking
and maintains the simplicity of uniform bilinear interpolation has proven
to be a challenging task.
Slide 65 of 88
ANS elements
ANS elements
• Assumed‐natural‐coordinate‐strain (ANS) elements.
• I
Isoparametric
i coordinate
di fi ld is
field i no longer
l diff
differentiated,
i d but b improved
i d
estimates of the out‐of‐plane shear strain field are used directly.
• This approach leads to a formulation without shear locking independently of
the quadrature rule used and both reduced integration and full integration
i l
implementations
i exist
i ini most commerciali l explicit
li i finite
fi i element
l codes.
d
• A reduced integration ANS element does not solve the original hourglass
problem and would not suffer from shear locking.
• The advantageg of the ANS approach
pp for these elements lies in the improved
p
accuracy obtained in irregular meshes.
• In particular, the ANS element passes the Kichhoff patch test, whereas
elements with classical quadrature of the shear strains always fail this rather
elementaryy requirement.
q
• A very efficient fully‐integrated ANS element exists in the LS‐DYNA code,
which overcomes all hour‐glassing and shear locking problems at a cost of
roughly three times the original Belytschko and Tsay shell element
Slide 67 of 88
ANS – contd..
ANS
• If full integration is still perceived as not efficient enough to allow
parametrict i studies
t di on large‐scale
l l crashworthiness
h thi models
d l off
vehicles, a more economical approach may be given by physical
stabilization.
• Here,
Here under
under‐integrated
integrated versions (preferably of the ANS element) are
used and an approximate analytical integration is performed over
the element of the non‐constant part of the strain
• The constitutive law is invoked in order to estimate hourglass
stresses resulting in a set of nodal forces that are supposed to
correct missing stiffness components of the element rather exactly.
• This approach is much more efficient than full‐ or reduced‐selective
integration and requires only about 30 percent more computer
time then the original Belytschko and Tsay element. The element
also passes the Kichhoff patch test
Slide 68 of 88
Flat Geometries
Flat Geometries
• Next to the existence of zero‐energy modes, a second potential problem is
its limitation to flat geometries.
• The use of the Mindlin plate theory where the fiber direction is assumed
to coincide with the normal to the plate surface.
• In warped elements, bending strain can be underestimated for two
reasons.
– Rotations normal to the element will not cause any curvature to be calculated although
these rotations may not be parallel to the nodal drill degrees of freedom (fiber
direction) in all nodes of the element.
– Force loads in the element plane should also cause bending strains in a warped element
and will fail to do so when the unmodified Belytschko and Tsay element is used.
y y
• Those effects will lead to the failure of the so‐called twisted beam test by
this element.
Slide 69 of 88
Component Models
Component Models
• Components are typically
t t d in
tested i both
b th quasi‐static
i t ti and
d
dynamic modes
• Dynamic
– Drop silo : Component is fixed
to the ground on a load cell
and loading is typically applied
from the gravitational fall of a
rigid mass onto the free end of
the component.
– Sled test: Component mounted
horizontally onto the sled
which subsequently is launched
to impact a rigid or deformable
surface with the component
making first contact. Rail test set‐up – Sled Test
Figure from Priya Prasad (2005)
Slide 72 of 88
Component Models
Component Models
• The rail deformations exhibited Rail response
p
two plastic hinges at the rail
two plastic hinges at the rail
curvatures, rotation at the free
end and plastic hinge at the fixed
end.
• peak force increased with impact
kf d h
speed from 50 to 60 kPa, due to
strain rate effects of the material
• p
The FE simulation corresponding g
to 8.2 m/s impact agreed quite
well with the test result when the
strain rate effects were included
in the simulation.
• Increasing the number of shell
elements from 2,000 to 3,000
showed minor influence on the
overall response
overall response S‐rail final deformations Initial impact
speeds of 2, 4.5 and 8.2 m/s into a
rigid wall.
Figure from Priya Prasad (2005)
Slide 73 of 88
Component Models
Component Models
Measured and FE‐calculated forces
Mid Rail deformations
• Measured and FE‐calculated forces agreement
M d d FE l l t d f t
• Like the S‐rail response, the peak force increased with
increasing the impact speed due to strain rate effects.
Figure from Priya Prasad (2005)
Slide 74 of 88
Substructure Models
Substructure Models
Table from Priya Prasad (2005)
Slide 75 of 88
Full‐scale
Full scale vehicle structure models
vehicle structure models
• Evolution
Evolution of the models
of the models
in size and complexity
since 1980s
• Detail modeling of
vehicle structures an
integral step in the
vehicle design process
• Offset impact
ff
requirements
Ford Taurus model (2001) has over 1.5 Million elements
Table from Priya Prasad (2005)
Slide 76 of 88
An example model
An example model
• Approx. 10 mm x 10 mm shell elements in front
structure for plastic hinges and buckling
• The engine and transmission simulated by rigid shell
elements, representing the mass and moments of
elements, representing the mass and moments of
inertia at the engine’s CG location
• Coarser mesh for structure behind dash panel
• The radiator using solid elements
Th di t i lid l t
• Two front doors included with hinges
• The rear doors were excluded
The rear doors were excluded
• An instrument panel was also included along with
appropriate structures for knee restraint.
Slide 77 of 88
An example model
An example model
Model Statistics: Contact Definitions
• 61,500 shell elements • A rigid wall in front of the vehicle
• 500 solid elements with stick condition.
• 25 beam elements • Automatic contact surfaces were
• 1,200 spot welds
1 200 spot welds defined in six zones as follows:
– Front‐left corner (up to front body
• 15 joints hinge pillar)
• 40 concentrated nodal masses – Front‐right corner (up to front
• 10 springs
10 springs body hinge pillar)
– Front‐center (include up to the
• 200 parts middle of the engine)
• 66,000 nodes – Rear‐center (from middle of the
engine to the fire wall)
– Driver side centre‐pillar to door
– Passenger side centre‐pillar to door
Slide 78 of 88
Results
• CRAY Y‐MP8E system.
• Time step was approximately 0.7 ¼s
• A 100 ms simulation was completed in
about 45 hours on one processor.
• Was necessaryy to refine the radiator The initial (at time
model for severe hour‐glassing
0) and final (at
• Intermediate vehicle configurations
(not shown) exhibited realistic
100 ms) vehicle
q
sequential deformations as seen in deformed shapes
high‐speed film analysis of barrier
crashes.
• Time histories of the global energy
balance,, velocityy at the front rocker,,
and barrier force provided very
reasonable results, comparable to test
data
Initial impact velocity 13.4 m/s
Figure from Priya Prasad (2005)
Slide 79 of 88
Integrated Vehicle‐Occupant‐
Restraints Model
d l
• Attempts
Attempts have been made to couple occupant
have been made to couple occupant
and structural codes
• Conceptually, all FE codes can accomplish this
Conceptually all FE codes can accomplish this
task, since rigid body equations of motion are
a special case of the FE formulation
a special case of the FE formulation
• Several codes were developed, most
prominent discussions on one single code was
i di i i l d
from Ove‐Arup, Schelkle and Remensperger.
Slide 80 of 88
Figure from Priya Prasad (2005)
Slide 81 of 88
The velocity trace agreed quite well with
The velocity trace agreed quite well with Total energy remained
test data, particularly at the point where approximately constant throughout
the vehicle velocity crosses the zero line the 100 ms duration
Figure from Priya Prasad (2005)
Slide 82 of 88
Figure from Priya Prasad (2005)
Slide 83 of 88
Full rigid barrier Vehicle +
Dummy(HIII)
Figure from Priya Prasad (2005)
Slide 84 of 88
Requires a detailed
FE model
FE model
Figure from Priya Prasad (2005)
Slide 85 of 88
Requires a detailed
FE model
Figure from Priya Prasad (2005)
Slide 86 of 88
Summary of simulations
Summary of simulations
Difference in
frontal
deformations
corresponding
to the previous
four impact
scenarios
Frontal vehicle deformations
Figure from Priya Prasad (2005)
Slide 87 of 88
Conclusions
• Although the FE technology for structural mechanics
was introduced in the early sixties, it took about 25
years of additional development to apply it successfully
to crashworthiness simulation of automobile
structures.
• The developments were mainly in nonlinear problem
formulation of shell elements, reduced spatial
integration, explicit time integration, plasticity, and
contact‐impact treatments.
• The role of super computers and code vectorization
was indeed indispensable for the development of full‐
scale vehicle models.
Slide 88 of 88
Conclusions
• The mid
mid‐eighties
eighties to the mid
mid‐nineties
nineties time span can be
characterized as the renaissance period of FE
crashworthiness models.
• Generic and actual components of vehicle structures as
well as full‐scale vehicle models were developed to
simulate
i l t frontal,
f t l side,
id rear vehicle
hi l impact
i t with
ith barriers.
b i
• Vehicle‐to‐vehicle collisions were also developed and
analyzed In addition to vehicle structural modeling,
analyzed. modeling
dummy and air bag models were created and their
p
responses were validated against
g experimental
p data
Slide 89 of 88
Conclusions
• In 1995, a process was established to integrate vehicle
structure, instrument panel, steering assembly, driver
air bag and Hybrid III dummy models in a single FE
model.
• This process centered on integrating existing
components t and d subsystem
b t models
d l and d clearly
l l
demonstrated that explicit FE technology can simulate
both structural and restrained occupant response
resulting from a vehicle crash in a single integrated
model, although the results are preliminary.