Airbag Particle in LS-DYNA - 01 PDF

AIRBAG PARTICLE in LS-DYNA® Revision 3 (Up to LS-DYNA R9/R10) © Atup 2017 All Rights Reserved Do Not Copy Without Permission Sree I NUHH AIRBAG PARTICLE in LS-DYNA “All models are wrong. Some models are useful.” George E. P. Box ARUProduction + This course is a guide to making useful airbag models with the corpuscular particle method (CPM) or *AIRBAG PARTICLE in LS-DYNA. * Objective is to provide: — An introduction to the topic for new users — Practical information and advice to regular users — Explanation of advanced and latest capabilities (up to date with latest DYNA) + The material was put together from our experience on consulting projects. — Technical support was kindly provided by Jason Wang and Hailong Teng at LSTC. — Some slides based on the generously opened work of Lars Olovsson, the originator of CPM in LS-DYNA. + There are several published documents and training courses which cover the background and theory of CPM — we recommend these for initial study: - IMPETUS afea: “Corpuscular Method for Airbag Deployment Simulations in LS- DYNA®”’, Lars Olovsson, 2007 ~ LSTC:“CPM_class_notes.pdf’, Jason Wang, Jan. 27 2010, updated 2014 Deeigeuicl + Introduction — Documents in the course - Software revisions = CPM Overview — Scope of application, limitations, etc. 1. Kinetic Molecular Theory 2. The Basic Keywords — Airbag set definitions = Parlcle number and impact pressure Initial air input Inflator gas input Inflator orifice and jet definitions Examples of multiple inflators. 3. Advanced Settings = Vents = Multiple chambers Tuning parameters & other settings Heat loss ‘Surface roughness Particle dynamic scaling External air resistance Joule-Thomson Effect Inflator user subroutine Directional venting ‘Switching to control volume STYPE2 Internat Part definitions CPM - CV Interaction Physical vent holes. Controlling Time-To-Fire Output Parameters = CPM Sensors = Recommended control & database cards Pre- and Post-Processing with Oasys Lid. Software = OPM related menus in Primer = Visualising the results using D3Plot — Visualising the results using T/HIS- Troubleshooting guide LS-DYNA Release History Pretrernnes ieee ARUPPofo Ten MLE Course * This document is the main section of the course and deals with the main “AIRBAG PARTICLE set up. + Other notes in the course are: — Generating inflator gas input using tank test analysis — Fabric and contact Set-Up — Airbag folding using Primer — Example models eeey aa erratic oles ARUP A Note about Software * The capabilities of AIRBAG PARTICLE in LS-DYNA are being constantly improved and enhanced. — Ifyou have a problem with your model please try the latest LS-DYNA official release. — See also the troubleshooting notes at the end of this document. This course is continually updated (check the date in the slier footer). — Most functions described are available in LS-DYNA MPP R7.1.2 - Some only apg to later versions R8.0 & R9.0 — this will be noted in the text. Latest draft LS-DYNA keyword manuals are available from http:/www.tste.com/download/manuals We recommend using PRIMER ~ the pre-processor developed by Oasys Ltd. (part of Arup). — PRIMER v14 supports all CPM related keywords up to R9.0 & some R10dev, + Arup’s post-processors D3PLOT and T/HIS also support CPM: — D8PLOT can visualize particles on a per-chamber and per-gas basis ~ From v13 D3PLOT has particle mapping capability to visualise macro flow velocity, field pressure and density using a discrete volume averaging ethod. — Trace lines, venting, pressure from particle impacts, per-particle blanking and transparency etc. also possible.The Airbag as a Syste Mass from seam and fabric porosity Heat loss Fw > Occupant protection Mass from vents Control volume method (assuming constant heat capacities) E p= “DF Total change in eneray E=Hy Foy a number of molecules [mol] Work done pushing open absolute temperature [K] the bag and filling it =nR ah = at pressure [Pa] volume [m*] universal gas constant R=8.3145 [i/mol K] TGR Combat nen ek meio Corpuscular Particle Method for Airbag Simulation Molecules of gas and air in the airbag are modelled as particles I Pressure built up by E.g. 10% molecules > 105 particles §i | a Porous leakage liscrete particle- 10! molecules = 1 particle fabric impacts (smoothed) Particle-particle impact disabled across inn of multiple chambers Size determined by particle number and airbag volume Multiple gases, ‘multiple inflators, Blocking via contact available for all internal and external vents and (multiple chambers fabric porosity ay errs PAisteNig-tstc ANS] Ree Cac UE ee mean) ‘1. Kinetic Molecular Theory AIRBAG PARTICLE in LS-DYNA® © Arup 2017 Seer ARUP Kinetic Molecular Theory Same gas, same radius, same mass, different velocities Resultant Number of particles Velocity 9 mw Lt The velocity distribution of all the particles is the same as real gas molecules. Slide 10diate Molecular Theory — What you need to know Molecules of gas and air in the airbag are modelled as particles E.g. 10® molecules > 10% particles | The ratio & of translational ave tama Den ae ate 410° molecules particle Kinetic energy to total energy is ! the same as the real gas i Pressure is a pon function of the specific translational kinetic energy kinetic enor eneray The velocity distribution of 2W, all the particles is the same as real gas molecules 3V 1 2 W,= 7 > mV; P= pressure, mJ V=volume molecular W, = total ke of particles are released ier all particles in from the inflator with the volume different velocities and direction icle in LS-DYN Kinetic Molecular Theory — Background and assumptions Kinetic Molecular Theory is the study of gas molecules and their interaction (on a microscopic level) which leads to the ideal gas law (macroscopic relationships). « The theory is based on the following assumptions: Average distance between the molecules is large compared to their size. — The molecules obey Newton's laws of motion. Molecule-molecule and molecule-structure interactions are perfectly elastic collisions. There is a thermo-dynamical equilibrium, i.e. the molecules are in random motion. Thanks to KMT we can model the gas as particles A Perera re Oy che FY i ceticion clea ARUPKinetic Molecular Theory — Pressure, one molecule ‘Assume one single molecule with mass m, and velocity v, ~[v,,¥,;¥,|" inside a rectangular box with side lengths LL, and L. The frequency at which this molecule impacts the wall atx=L, becomes: The impulse transferred to the wall each impact is: (change in momentum) ts =2m Over time the total impulse transferred to the wall becomes: face vine) mbl't ail fut Niece CoM BS DAN) SSIs) ARUP ro) Sune eat my Kinetic Molecular Theory — Pressure, many molecules For N molecules the pressure can be summed up as: Puc tune aT Re! ARUP Sree see not copyKinetic Molecular Theory — Molecular velocity and temperature We are now ready for a definition of temperature that will act as a link between the ideal gas law and the kinetic molecular theory: {Ideal gas law Kinetic molecular theory (assume one gas component) A Each component, cin the gas mixture will have its own velocity distribution. ‘Assuming that all components have the same temperature leads to: een ee Seat Ny Sree Rie cecet alpen mies eur nnmci=aeuyy ‘The specific internal energy e of a gas contains following components Macroscopically the translational kinetic energy per unit volume w, is a fraction 6(1) of the specific internal energy ¢ of the gas. w, =E(Ne we know that p=i, so p 2ene Actually this fraction £(1) is a direct function of the heat capacities (at thermal equilibrium). From ideal gas law we can obtain the relationship between pressure and internal specific energy: Beas See to Sa ARUPKinetic Molecular Theory ~ Ratio between heat capacities Mono-atomic gases (e.g. He and Ar) store virtually no energy as vibrations or spin. Hence, wy-e and ¢=1, E21 > 7=5/3~1.6667 Di-atomic gases (e.g. N, and O,) store some energy as spin and, at elevated temperatures, as molecular vibrations. At moderate temperatures roughly 60% is translational kinetic energy and 40% is spin. That is ¢=3/5. GMS > yaT/S-14 5535 2 theoretical upper limit. tis not possible to store more than 100% of the internal energy as translati i ranslational kinetic energy, Some values of y &¢ for gases at STP 3y-n The more complex molecules, the more energy is Gas r 250-0 stored a8 vibration and spin Carbon Dioxide 13 048 However, the fraction of translational kinetic energy can not reach or drop below zero. Helium: 1.66 1.0 Hence, y >1 for all gases. The upper and lower ‘Argon 1.66 10 limits give us Hydrogen 141 0.62 Nitrogen 14 06 Onygen 4 06 Standard Air 1 08 eee Ane Cee ee ee ‘An adiabatic process is one that occurs without tanstor of heat or | tater botwean 9 thermodynamic aystem and its surroundings. Assume a single molecule inside a slowly ‘expanding box with side lengths f..£, and 1. according to the figure below. ‘The particle will lose some energy when impacting the moving wall. It can be shown, using conservation ‘of momentum and energy, that the particle velocity in x-direction after impact becomes 2 Serer amy. Hote: this simptication works wellfor | reguler eireg deployment of short duration ut for longer duration (e.g 1se¢) or mutt- velocity after elastic impact velocity before impact | cyclic loading use REBL=1 (see later) AE, Fm, -2,)? ~ LyKinetic Molecular Theo! Adiabatic expansion, one molecule Fan adlabatc process is one that occurs without vansfor of heat or Combining this with the impact frequency gives a rate of dropping energy: Ail wie ASSP ANA slide 19 (ARUP ie process is one that occurs without transfer of heat or Having many particles inside the box, the total; Saale roe tem and is surroundings. rate of dropping energy due to impacts against Sst lie slack the moving wall becomes: We know that JY, is a fraction ¢ of the total internal energy in the gas. Hence 4 2 4 jassume temperat —r(hy —p(h%)- ereran =5-5(7) -9(f) 3° This is the same expression as the ideal gas law. Hence, the KMT predicts the same energy drop as when working with the ideal gas law. 3¢, age R ree ne eyetic Molecular Theory — Adiabatic Expansiot Ideal gas Law Kinetic Molecular Theory Pressure (thermal equilibrium) pk 2 1 va PHZ Wi 3 PV ins Pressure in form of energy _2 pa(y-Ne payee 2 -)=2 OD=5s Adiabatic Expansion (rate of energy change): wy a-a(f] SEaNESS yA) eee Kinetic Molecular Theory — Maxwell-Boltzmann Distribution of Velocities | In any gas, some molecules will be moving very fast, some very slow, but most will be moving at some average speed. The velocity of all molecules in the gas can be described by the Maxwell-Boltzmann distribution. This assumes that in each orthogonal direction the distribution is uncoupled. At thermal equilibrium the distribution can be expressed as: molar mass velocity distribution fat \ ray =4e( tt | DART universal gas constant temperature The velocity distribution function is also valid for gas mixtures, where different components may have different molar masses. In LS-DYNA the velocity distribution functi ‘macroscopic properties, such as heat capa is needed for an accurate translation of ies, to particle data. ees ean Tees NO CreeKinetic Molecular Theory — Maxwell-Boltzmann Distribution of Velociti ‘Air and helium at 300K, Helium has 2 lower molar mass and, consequently, larger molecular velocities. F10 [sim] Uti aie RANeE NAN Slide 23) ARUP Boer ay ere noe ens Kinetic Molecular Theory — Mean Free Path particle A 2r or t 2d =Ar+r) L=v,,dt — at ____s> ‘The mean free path is the average distance a particle can travel before colliding with another. The mean free path of the particle A depends on the number of particles B which A can potentially hit in a cylinder of radius d during time dr travelling with velocity V. ‘The number of particles in the path, N’ depends on the density of the particles in the cylinder, 1, N=v,,dtad?n Therefore, the mean free path for such system can be described as Np If the relative velocity of the particles is considered: in LS-DYNA‘ ee aera enn meKinetic Molecular Theory - Summary 1. The specific internal energy in an ideal gas can be divided into translational kinetic energy, vibrations and spin. It is the translational kinetic energy that produces pressure. 2. The kinetic molecular theory and the ideal gas law predict the same pressure at thermal equilibrium. 3. The kinetic molecular theory matches the ideal gas law for the change of internal energy due to adiabatic expansion. 4. Since the pressure is a function of the specific translational kinetic energy only, a few large molecules with total mass mj; will produce the same pressure as a many small molecules with the same total mass, as long as: a) Root mean square velocities Vine are the same b) Ratio (£) of translational kinetic energy to total internal energy are the same c) The same Maxwell-Boltzmann velocity distribution is maintained This is of fundamental importance for the corpuscular method in LS-DYNA. CPM in LS-DYNACPM in LS-DYNA je Method in LS-DYNA Static pressure We know that the static pressure is a direct function of the translational kinetic energy in the gas. Hence, one can match the expected pressure with a few particles, as long as their total translational kinetic energy is correct. molecules particles tS iO te zB. ee ies CNN ItCorpuscular Particle Method in LS-DYNA a “an adabat process ano ta occurs whut ranfor oho or Adiabatic expansion | matorbetweon a thorodnans stm art suroundings We have seen that the energy drop at adiabatic expansion is a function of the ratio ¢ between translational kinetic energy and total internal energy in the gas (some energy is stored as molecular vibration and spin). The ratio is a direct function of the heat capacities. One must make sure that the particles together carry the same amount of spin/vibration energy as the real gas. This can be done by assigning a lumped amount of spin/vibration energy to each particle. This additional energy should be chosen such that the translational kinetic energy becomes exactly the fraction ¢ of the total energy. Eins = 1- SDE; —™— eo \ Niet Slide 29 NG I. | NP — Number of Particles Particle diameter d is computed as if they filled 1/10 of the current volume: d (This can be changed using OCCUP from R9) | ‘Theoretical mean free path / based on particle diameter and density: This graph shows how particle diameter and theoretical = mean fee path ‘mean free path varies with the Number of Particles a= diameter NN =No, particles 160 = ‘= particle density 140 “="10 LITER Diameter d (mm) = IOLITER Mean free path (xm) 0 100 UTER Diameter 4 (rn) Foo 100 TER Mean fee oxth nn) £ 80 Diameters capped at Gm msimum in es LS-DYNA (10mm if IRDP- 40 20 00 © 200000 409000 600000 800000 1000000 1200000 Default No, ParticlesNP — Number of Particles The number of particles (NP) should be high enough to achieve a statistically significant velocity distribution — that is, enough particles to represent a Maxwell-Boltzmann distribution of particle velocities in any one local area There must be enough particles impacting the airbag wall to achieve a smooth pressure distribution on fabric elements. Small fabric elements need more particles than large elements. Airbags with small spaces or detailed features require more particles than wide open chambers. Beyond the default 200,000, increasing NP does not linearly reduce the mean free path and may not improve results. (It will however greatly increase CPU cost). We recommend using the default number to begin with. Once debugged, increase NP until the results converge. NP has no meaning when NGAS=0 (in a mode! with initial air only) TCC fa vector (VD) is From 971 R4 defined, particles are onwards inflow ~ given a larger ‘component of velocity in that direction, Jet component Note 5 Particles enter bag * stil have a velocity in inal directions. the opposite direction! DYNA assigns. velocities to particles using a Maxwell Boltzmann DistributionParticle Impact to Airbag Surfaces (P2F) Pressure built up by + The particle-to-fabric algorithm (P2F) discrete particle. controls the impact contact treatment fabric impacts + Particles are treated as a 1D point: their size (smoothed) is ignored + The surface is treated as segments — no adjustments made for thickness or offset etc. + Part pressure is built up by discrete particie- fabric impacts. + The path of particle is calculated and potential segment collisions are stored and then sorted in the order of predicted collision time "We generally cannot afford enough particles to Particles only collide against the first produce a locally smooth pressure response. predicted segment and only once in each A.uilt in pressure smoothing limits the noise level, eycle at the expense of the local momentum balance. + The impulse from one particle impact is input to the segment as a pressure over a number “Force from particle impact of cycles wen = This way the noise is reduced by smearing Force on out the applied pressure over time (atthe aitog expanse of focal momentum balance) wal Fe + In MPP, P2F contact has communication al between processors every cycle to give correct deployment ™ From R9.0 — impulse decay constant can be tuned using "Huo esiswusense — | SFDC see ‘CONTROL, Corpuscular Particle Method - Summary 1. The corpuscular method in LS-DYNA is based on the kinetic molecular theory. However, each particle is defined to represent many molecules. 2. The particles are given a spherical shape for an efficient contact treatment. 3. For each particle there is a balance between translational energy and spin+vibrations. This balance is determined directly from the heat capacities (or from &). 4. Letting each particle represent many molecules leads to dispersion and to a noisy particle-fabric contact pressure. The noise is reduced by smearing out the applied pressure in time. 5. Need select sufficient particles to give proper bag motion. Convergence study is needed 6. The absence of field equations makes the method numerically simple and robust. ess Slide 34 ARUP Coe eto)Corpuscular Particle Me irbag Simulati Advantages * Simple, numerically very robust, easier and faster than ALE — Simple input, similar to “AIRBAG HYBRID * Lagrangian description of motion: potentially capable of out-of- position deployment simulation. * Straight-forward treatment of venting, porous leakage and gas mixing Disadvantages + Noisy fabric pressure requires in-built smoothing + Diffusion is heavily exaggerated — pressure waves quickly disperse + Limited description of the actual flow field (especially around relatively small geometries, through narrow gaps & holes, etc.) EEC cS er eed Corpuscular Particle Method for Airbag Simulation Approximate range of CPM capabilities (in our experience) for typical airbags: Can Can't 90% <> 10% + Flow against hard surfaces + Strong jetting + Stable balance of inner and outer air pressure in fiat bags + Complex heat loss mechanisms + Pressure waves in cavities + Laminar flow + Highly non-linear temperature or pressure distribution Range can be stretched to cope with some issues by using extra functions, although these are often non-physical and must be used with caution.Rls Corpuscular Particle Me irbag Simulation Some problems are caused by other aspects of airbag modelling — not CPM: Can Can't Can't 80% <> 10% + 10%? ase For example: + Inflator? + Leakage? + Folding? + Contact? + Fabric? + Test datalinformation? Side & knee airbags Driver's airbags Double-check your input data. Double check your test data. DYNA is a tool, not magic. Physical Limitati In General, CPM Cannot Simulate + Fluid flow on a small scale ~ due to size of particles & mean free path = Flow though holes of small diameter (will under-predict flow from ~25mm) — Flow into narrow gaps between layers of fabric = Flow around small objects inside the airbag + Flow against hard surfaces — due to elastic collisions, no viscosity, etc. = Flow field generated at the nozzle of the inflator, and redirection of the gas from any surrounding retainer or shield + Strong jetting — due to requirements of a random, thermal component — Thin narrow jets that often occur from inflator extension tubes + Stable balance of inner and outer air pressure in flat bags — due to difficulty in modelling outer air pressure = Flow into a flat airbag with small air gaps + Complex heat loss mechanisms — only a simple part-area based heat transfer characteristic is available ~ Heat loss from very high temperature inflators mounted against steel components + Pressure waves in cavities — high dispersion due to large mean free path — Pressure sensing mechanisms that use wave propagation + Highly non-linear temperature or pressure distribution — due to size of particles, etc. + And so on. In summary, CPM is not a complete fluid dynamics solver.rolling Speed vs. Mesh Size We have found that unrolling speed during deployment is heavily dependent on fabric mesh. size. In the model below five 250mm x 500mm airbags are rolled into a 28mm diameter initial condition, The airbags have 1mm, 2mm,3mm, 4mm, & 5mm quad mesh. We use five identical *AIRBAG PARTICLE cards to deploy each bag. dmm 2mm 3mm 4mm = 5mm The smaller the mesh size, the quicker it unrolls. 200,000 and 400,000 = Si — particles give similar results. IAIR=4 (from R9 onwards) has been developed to cope with this problem. Using IAIR=4 the larger mesh size bags deploy nearly as fast as the smaller mesh. See the notes on intial air for more details H wi ARUP2. The Basic Keywords AIRBAG PARTICLE in LS-DYNA® © Arup 2017 all ARUP Section 1 — The Basics « Keyword Options + Airbag set definitions * Particle number and impact pressure * Basic settings «Initial air input « Inflator gas input * Inflator orifice and jet definitions ° Examples of multiple inflators * Keywords covered in this section: — *AIRBAG PARTICLE — *INITIAL AIRBAG PARTICLE POSITION — *DEFINE CPM GAS PROPERTIESAIRBAG_PARTICLE Keyword Overview The card format should look familiar to users of “AIRBAG_HYBRID. Main input fields are in colour — in many cases default settings are best. Keyword “*AIRBAG_PARTICLE_ID —_ i} options $: BID HEADING 1 DAB SIMPLE EXAMPLE nm kg ms $: SIDI STYPEY. = SiD2STYPE2.— BLOCK PDN FRIC IRD etiests { 1 1 2 1 0 00 0.0 o $: NP UNIT VISFLG TAM. PAT NUE TEND TSW lei o ° ° 0.0 0.0 0 00 0.0 Basicinfo | 5 qk NAS) NORIF = WIOT.=NIO2.=(NIDS)S GHC. 2 2 2 26266 2590825052 o 0.0 0.0 0.0 0.028 «26.6 7.6E-3 -1.96-6 20000-1000 Initial air {\* PAIR —TAIR. «-XMAIR- AIR. BAIR, CAR NP_AIR-—NPRLX $ Low) Lorca) W)C) 8A) 1) 1) Inflator gas 1 110.04 20.8 0.0 0.0 0 Low2) —Ler(2)xw(2),Af2), (2), (2) ING 2) 2 101 0,004 20.8 0.0 0.0 0 $:NID(A) ANC). OCT). CACT)—ENFO(T) wou) LANG) Chit Orifices 1 0.0 1 00 0 ° 0 2 0.0 1 0.0 0 0 0 0 cui nese ea Slide 43 ARUP ete ‘AIRBAG_PARTICLE Keyword Ov These input fields are for advanced modelling. | »AIRBAG_PART ICLE_ID oe $s: ABID HEADING | 1 AB SINPLE EXAVPLE mm kg ms | S$: SiDTSTYPEL —SID2_—«STYPE2_——BLOOK FRIC IRD Part sets {i 1 1 2 1 0 0.0 0 NP UNIT. VISFLG TAT. PATHH TD TSH Basic info ° ° 0 00 09 00 © 0.0 IIR NGAS)—(NORIF NID. (N02 OM CLEXT 2 2 2 26266 25008, 0 00 Initial air {| PAIR TAIR MAIR AAIR, BAIR NPLAIR ——NPRLX 0.0 «= 0.00029 HB THES 20000-1000 $ Lom) Leet) xa) A) at) INFG(1) Inflator gas 1 110.04 B00 0 $: Lowa) Ler(2) mlz), M2) a2) 2) NC) 2 101 0,004 0.8 0.000 0 $2 N11) ANC) VOC) GACT) ENFOC1)—NOMC1) ANC) i101) Orifices + 00 1 0.0 ° ° ° 0 2 00 1 0.0 ° ° ° 0 Slide 44 NiAIRBAG_PARTICLE Keyword Overview These input fields show commonly used additional cards: “AIRBAG PARTICLE_ID $:ABIO HEADING 1 DAB SIMPLE EXAMPLE min ka ms $: SIDI STYPE1—SiD2STYPEZ_—BLOCKNPDATA = FRIC.—1RPD 1 1 2 1 0 10 00 o | $: NP UNIT VISFLG—= TAT. PATH. =-NVENT.—TEND tse | 0 0 0 00 0.0 1 0.0 0.0 S$: IAIR—NGAS-NORIF-— NID. NID2. NID. aM CLEXT 2 1 1 26266 259085052 ° 0.0 Part data {| $: SIDH STYPEH —-HOONY.~PFRIC_—SDFBLK KP INIP. 2 0 O16 = =900 = 0.00.0 ° Vents { $: SIDI STYPESi C23}. -LCTC23iLOPC23i_ENHVi—PPOPi at 0 0 ° o 1 0.0 Initial air { $: PAIR TAIR- MAIR. AIR, BAIR. CAIR.NPAIR—_NPRLX 0.0 0.0 0.029 268.6 7.6&-3 -1.36-6 20000-1000 | Infator gas {| $Low(1)—Ler(1) x1) ACI) (1) (1) INFG(1), | 1 1010.04 (20.8 0.0 0.0 0 Orifices {|* Ni(1)—AN(1)——VO(1)——CAC 4) INFOC1)—IMOW(1) —LANG( 1) ClM_1D(4) 1 0.0 1 0.0 ° 0 0 0 Nei nie Ce Nene AR wun ES A See *AIRBAG_PARTICLE Keyword Overview These input fields show less-common additional cards: (many are R9~) *AIRBAG_PARTICL'PP_DECOWP_ID_MOLEFRACT|ON Deconpnion f/F SK SH transformation 100.0 00 00 $: ABID HEADING 1 DAB SIWPLE EXAMPLE am kg ms SID1 ‘STYPET SID2_— STYPE2 BLOCK —_NPDATA FRIC 1 RPD. 1 1 2 1 © 00 ©6900 ° NP UNIT —VISFLG TAT PAT NVENT TEND sw oO 3 0 0.0 0.0 0 0.0 00 IAIR4>2 switch [| $: TSTOP. ‘TSWTH ‘occur REBL ‘SIDSV. PSIDI Sothersetings L) . 59.9 1.0 ot 0 User defined { $s: Mass: TIME unit conversion 1.0 0.001 1AIR NGAS NORIF ‘NIDI Nip2 CHM = CD_EX 4 1 126266 8052 0 (00 $: PAIR TAIR MAL R AAI CAIRNPLAIR NPRLX 0.0 0.0 0.029 26.6 1.3E-6 20000 1000 Molar. ‘$: LOMASS fraction a $: LeM1) —LOT(1) at) AT BET) U1) IGE) ie pseut PeayPNTieY- (eo at- lates Cooke RO) Ce] *AIRBAG_PARTICLE_MPP_DECOMP_ID_MOLEFRACT | ON $ SX sy SZ Leta nefor_MPP 100.0 0.0 0.0 Steiner $ BID TITLE 1 EXAMPLE SIDE AIRBAG (kg ms mn) Four “_OPTION's are available that append the keyword: -airaac_PARTICLE_(OPTIONY) {OPTIONZ) (OPTIONS_/OP T10%4) 1, _MPP invokes extra card for scale factors for RCB decomposition of the particle domain. = Not usually needed, but can help improve runtime and repeatability on multiple processors and control the acation cof domain boundaries. Only used when running on MPP. See later sections for more detail. 2. _DECOMP (or DECOMPOSITION) (R8~) automatically applies the following (if not already present) “CONTROL MPP DECOMPOSITION 8AGREF & “CONTROL MPP DECOMPOSITION ARRANGE PARTS — ‘These are essential to obtain good load balance in MPP and io ensure consistent results on different ‘numbers of CPU. Only used when running on MPP. See tne “CONTROL section for more deta 3. _ID or TITLE - if either of these are used the first main card should define the ID number of the airbag {and any optional tite. = This is always recommended to avoid micup wth oher “AIRBAG definitions in the model (e9, vehicle tyres). ~ If 1010 is defined DYNA will give al airbags in the model an intemal ID according to the order they appear in the input deck. This will depend on the INCLUDE file order. tis much better to set the ID yoursel 4, _MOLEFRACTION (R9~ works in devo9971) = Without the MOLEFRACTION option, mass flow rate is specified for each species in the LCMi felis. — With the MOLEFRACTION option the fotal mass flow rate is spected in the new LCMASS field andthe molar fractions are specified in the LCMi . See Inflator Gas Input section for more details Model Units $ NP. UNIT ~—-VISFLG TATM PAT NVENT TEND TSW 0 0 0 0.0 0.0 0 0.0 $ MASS: TIME LENGTH optional extra line 0.0 0.0 0.0 when unir=s + UNIT— Unit system: — EQ.0:kg-mm-ms-K ‘ > Most comment usee = EQ2:tonne-mm-s-K “ — EQ.3: User-defined unit conversion factors. + It's useful to write the units of the model in the airbag title — this will help remind yourself and other users when looking at the model at a later date. + From DYNA R9.0~, UNIT=3 adds an extra card for unit conversion factors MASS, TIME & LENGTH that will convert the current airbag units to kg/sec/meters. — For example, if the current unit is using kg-ms-mm, the input should be 1.0, 0.001, 0.001 — When UNIT=3 there is no default value for TATM and PATM so user must input proper values, not zeros. by AIRBAG PARTICLE in UNIT ] mass | tnath | time | tome | pressure | Energy | Molar | Cp 1 Woe ‘Heatioss | Cone angie ature mass arson Coot) o [ts [mm [ms [x [ora [a | kama [amok | KiGPa Talim K | Degrees 1) [ks tm [s [KPa ginal | Jmol | WPa: WineK | Degrees 2 |e |mm [es [kK [MPa [mi | emo [mmx | Kiwpa ‘mWinaeK | DogroosAirbag Sets $ SIDI STYPE1 $1D2 STYPE2_— BLOCK -—NPDATA FRIC 1ROP 2 1 3 1 0 0.0 0.0 0 + SID1: part or part set of all shells that particles will contact. Include internal tethers, baffles and all internal & external vent parts in this set. — Do not include any parts that do not “touch” the gas (e.g. the hem of a curtain airbag) ~ Parts can be any material (fabric, rigid, nul, deformable steel, etc.) but must be shells. Coat solids in null shells or if rigid just mesh the outer surface in shells. ~The outer wall should not have gaps or holes (vents should be filled with a patch). DYNA can tolerate physical holes but this is not recommended for Vents ~ see notes on BLOCK. — Check for warnings in the log, d3hsp and messag files regarding “Aiba segment has been flipped” — this can suggest crossed edges exist whicl should be avoided. + STYPEn=1 “Input SID as a part set’ is the most common method ~ Use STYPE1=0 when just one part makes up the whole airbag ~ ¢.9. a rigid tani + Do not use the same part sets for “AIRBAG and *CONTACT definitions ~ They usually contain afferent parts and may be modified accidently at a later late.(er-1 coin) irbag Set Definitions SID1 and SI $ SIDI STYPE1 SID2 STYPE2 BLOCK. —NPDATA FRIC IOP. 2 1 3 1 0 0.0 0.0 0 + SID2: Part set of all internal shell parts: — Include the internal parts from SID1, e.g. tethers, baffles, all internal vent parts (the inflator may be considered topologically external — see below). — These parts should be meshed so that the whole part is 100% inside the airbag volume. All parts in SID2 must also be in SID1. * To calculate the total outer volume of the airbag, DYNA removes SID2 parts from SID1, splits the remaining shells into TRIAs and uses Green's theorem. — If internal parts form a closed volume and are in SID2, the volume will be wrong and part pressures inaccurate. A correct volume calculation is very important for CPM! — In versions up to R8, ‘closed volume” intemal parts should not be in added to ‘SID2 = they are “topologically external” parts (their inside is not part of the airbag and should not contribute to the total volume). - From R9 a new option SIDSV permits closed internal parts in SID2 if they are also defined in SIDSV. + Note STYPE2=2 actives the control volume linked valve vent function ions SID1 and SID2 $ SIDI STYPE1 $1D2 STYPE2 = BLOCK -—NPDATA FRIC 1RDP 2 1 3 1 0 0.0 0.0 0 For airbags like this... Define sets like this... re ° . ()) inflator Split the inflator to be fully inside the bag, or part of the airbag wall, or not in the sets inter at all (contact only). ! If the inflator is included in SID1, nodes on the inflator mesh should not be used to define the orifices. or (See notes on ORIFICE set up). Je Not in any set {contact only)ions SID1 and SID: $ SID1_—STYPE1 SID2_ STYPE2 BLOCK -—NPDATA FRIC IROP @ 1 3 1 0 0.0 0.0 0 For airbags like this. .. Define sets like this. Split the fabric parts to isolate areas that are 100% inside the bag. Keep shell normals pointing inwards and “upstream” (back towards the inflator) In simple chamber cases DYNA can tolerate ‘outward facing normals (it reverses them) but these days LSTC recommend facing them inward (NOTE: This model sires that slags nonnal vecrs Berenice the that the win CV nth fr which they most pon utd. Te cuckbag chamber neg ithe CPM del ce the CPMERR option onthe CONTROL CPM ca tsa} ARUP tions SID1 and SID2 $ SID1—STYPE1 SID2_STYPE2 BLOCK —NPDATA FRIC RDP 2 1 3 1 0 0.0 0.0 0 $ NP. UNIT VISFLG TAIN PATH VENT TEND Tit 0 0 0 0.0 0.0 0 0.0 0.0 $ TsToP TST! OCCU Ss REBL Ss IDSV) SID am 00 0.0 0.0 0 3 Optional control card if ist column of this line is a "+" character (R9~) + SIDSV — Part set ID for internal shell part (R9~) — Must be a sub-set of SID1 and SID2, the volume formed by this internal shell part will be excluded from the bag volume. — These internal parts must have consistent shell normal orientation to calculate correct excluded volume. — If the part is solid DYNA will correctly remove its volume More than one enclosed volume can be defined using this one part set. iti tr of ute pats OX | eee ieee ARUPCard 1 — Airbag Set Defi SID1 and SI $ SIDI ‘STYPE1 sid2 ‘STYPE2 BLOCK NPDATA FRIC (ROP. 2 1 3 1 0 0.0 0.0 0 + Consider whether particles should impact the inflator and housing/retainer. — Those parts may impede the flow of particles through the folded airbag much more than the real gas. ~ Particles may become trapped in small gaps between rigid parts and generate non-physical pressures and other problems. + The inflator volume may influence initial deployment, but does not in our experience. + The inflator parts are useful to keep in contact with the airbag fabric — see notes on orifice set-up. Someines ater 0 rot include inftator in ihe aibag pat Airbag must be a completely closed volume Airbag Particle in LS-DYNA® eel ARUP Perret Ree Card 1 — Airbag Set Definitions SID1 and SID2 For these top examples (open tubes), we see best results when the inner loop is not defined as a separate CPM chamber, just set as an internal part (SID2) with/without internal vent. open ‘open ‘Null shell inner vent ‘Null shell cyan oa inner vent For cases like the bottom examples (closed inner bags), defining CPM [seTearre: —] — chambers is the best” way to ensure a correct result. (see later section) Nall shells, internal vents | yjy> Bocause CPM CHAMBERS siop eneray being transferred though the inner wal by parile eon. ‘Null shells, internal vents Siew)Example of Whole airbag model sip2 wrapper Inner loop Null shells can be used to create internal vents Inflator assy Inthis case the inner null shel vents do not «x completely seal of the inner loop, so a separate CPM CHAMBER cannot be created, but inner vent settings wil stil work OK (ENHY, VANG, IOPT ete = Airbag Particle in LS-DYNA‘ CSC ae ec ey Feu ARUP Example of CAB Set Definitions SID1 and SID2 Whole altbad mode! sip1 Infiator et wrapper No wrapper No inflator Outer hem No outer hem In this case the inner bag can SID1 = SID2 used for volume calculation sip2 >be completely closed by shel! Inner bag vents so a separate CPM CHAMBER can be defined. Nl shells used to define intemal vents Nel ESSN Rea ee SMa VAG) iBasic Settings ARUP Card 2 — Basic Settings $ NP UNIT —-VISFLG-=TATN. = PATM.NVENT)=—TEND. TSW 0 0 0 0.0 0.0 0 0.0 0.0 + NP-Total number of particles for all inflator gases (NGAS) combined - EQ.0: Default 200,000 — suitable for many applications but NP should be considered carefully = This number does not include initial internal air (see NP_AIR) - See also comments about NP in the earlier section “CPM in LS-DYNA” « VISFLG - Vi ty of particles in d3piot file: — EQ.0: Default to 1 (most commonly used) ~ EQ.1: Output particle's coordinates, velocities, mass, radius, spin energy, translational energy, nearest segment distance, gas ID, chamber ID and leakage ID to the d3plot (ptf) file. (See section on post-processing for more details.) - EQ.2: Output reduce data set with coordinates only — EQ.3: Suppress CPM database For LS-DYNA971 R61 andiater, | VISFLG only ffects Version 4 CPM ‘ulput (926 ‘DATABASE CPM).(eer eS -1taTe sy $ NP UNIT VISFLG TAT PATM = NVENT TEND TSW 0 0 0 0.0 0.0 0 0.0 0.0 * TATM — Atmospheric temperature (Default = 293K) — This is used in the optional heat loss calculation — Don't forget to measure the ambient temperature during the test (see also LCT gas temperature at t=0) * PATM-— Atmospheric pressure (Default = 0.101MPa, or whatever units are used) — This is applied to shells of all outer parts in an even distribution (like *LOAD SEGMENT SET) ~ External air is not modelled using particles, although a simple drag coefficient can be input (see CD_EXT) ~ DYNA reports the absolute average internal pressure to the abstat file so this atmospheric pressure must be subtracted to compare to gauge test pressure ‘Note: For user defined units (UNIT=3) values of TATM and | PATM must be input ~ there are no defaults, Slide 61 ARUP Card 2 — Basic Settings $ ‘NP UNIT VISFLG TATM PATM = NVENT ‘TEND TSW 0 0 0 0.0 0.0 0 0.0 0.0 + NVENT ~ Number of vent hole parts (or part sets). — An extra card is required for every vent. See later section. + TEND ~ tells DYNA when the inflator has finished and 100% mass FLow cuRvE (.cm) of the NP particles should be used up. — EQ. 0.0 (default) = 4.0E+10 ~ When TEND=0.0, DYNA calculates the mass-per-particle and particle release rate using all the data in the mass-flow curve (regardless of analysis termination time). Non-zero data in the curve after termination time will be assigned particles bul they will never come out ~ by the end of the analysis the full number NOTE of NP particles have not entered the airbag, — lf multi-stage inflators fire late, or if LCM contains noise at the Mass used for M, and th, TEND not needed end, set TEND=termination time to ensure all NP particles are er used during the analysis. eedorid — TEND is not required if the mass-flow curve drops to zero at the andcn, correct time and stays at zero until its end. + TSW -— Time for switch to control volume calculation. (Default=1.0E+10) nen ~ See also notes on CV switching Slide 62° * (ARUPTUNON Initial Air TURONler Tce RCN nicl AY $ IAIR NGAS ——NORIF NIDI Nib2 NID3 CHM CDLEXT 2 1 1 0 0 0 0 0 + Fora folded airbag model it is a good idea to model the air initially inside the bag. Itis essential to accurately model initial air for: 1. A tank test, or when a large initial volume/mass of air exists at the start of the analysis. 2. Flat, unfolded airbag deployment (a gap 5mm or more is also needed). + IAIR Initial gas inside bag: = EQ.0:No — EQ.1: Yes, using control volume method — EQ.-1: Yes, using control volume method, allows aspirated air through vents (see section on vents) ~ EQ.2: Yes, using particle method (recommended for most folded airbags) ~ EQ.4: Yes, using particle method with pressure front tracking (good for rolled curtain airbags and flat unfolded airbags) Poeun Card 3 - IAIR=0 $ JAIR NGAS —NORIF it Nip2 NID3-— CHM. CD_EXT 0 1 1 0 0 0 0 0 olf aero initial air will be \ simulated, and also no externa atmospheric pressure will be applied. * This is not physical for most applications. + IFIAIR#0, pressure PATM (default atm) will be applied to the exterior . oe surfaces of the airbag using @ Initial air considered pressure balanced segment based method. + This is physical for most applications, however unless it is correctly balanced by pressure inside the bag, this will squeeze the fabric layers together as and impede the flow of inflator gas particles. + DYNA applies pressure inside the bag differently according to IAIR... Elie auueSEe yy ree ee)Card 3 EA How DYNA Applies Internal Pressure TAIR | External___Internal pressure | __ Internal pressure from initial air (P_AIR) pressure from inflator gas ‘on each segment (load segment) particles (P2F) 1 | P_ATM P_col CV, f(VbagsT bag) (load segment) aspirated vent (see vent section) > GV, f(Vsag)Toap) (load segment) NPRLX > 0 UNPRLX< 0 P_AIR (load segment) P_AIR (load segment) P_col - Ifactivated P_col 4 P_ATM P_col Store the ratio of | ___Neol.air | # Neale, + Neal {(u°P_AIR) (load segment) P_ATM: user input PATM, default 1 mosphere col pressure generated by impulse from inflator gas particle colision with fabric, ‘CV. Control Volume method to apply pressure Load segment: segment based pressure applied *1AIR=4 is implemented in Dev: R7.1.2.96713~, R8.1.0, and from R90 (Le. not standard R7.1.2 or R6.0.0 releases) Card 3 Tal $ IAI NGAS —NORIF Nit Nip2 NID3 CHM CO_EXT 1 1 1 0 0 0 0 0 + IAIR=1, simulates inital air using the control volume (uniform pressure) method. IAIR=t is not recommended. = Ina state calculated using the iia volume and ar properties + As inflator gas particles enter, DYNA tries to calculate a smooth eneray transition between iair and particles = The air temperature is assumed equivalent othe averag temperature ~ Enety is tensed between ges patiies ana (bath ways) ensure this lance + This method has limitations = The rapid increase in volume around the inflator can cause the average and local prossures to drop below PAIR = This also occurs in eal deployment but is often over predicted wih IAIR= Ly = The effects most noticeable in curtain airbags ~ pressure on pars far from : the inftor drop lower than PAIR when the area near the infator expands, EP + Also, when IAIR=1 is used in a tank test, the inlator particles can fil the chamber too quickly which can affect results. + Finally, ita ventis included in the model, the !AIR=1 air will be vented through the hole according to the Wang-Nefske formulation. The venting wil start as soon as the mass flow curve becomes non-zero = tKallparicles ext the vent during the analysis, the total pressure wil drop to Bbsdlute zero rather than PATH= ths fs unkely tobe relist Prossure lator gas particle atete$ IAIR=2 Initial Air — IAIR=2, NP_AIR IIR -NGAS-NORIF-— NID. NID2.SNID CHM CD_EXT 2 1 1 0 0 0 0 0 $ PAIR -TAIR-—XWAIR- = AAIR- BAIR. = CAIR- ss NP_AIR-—NPRLX 0.0 0.0 0.029 © 26.6 7.6E-3-1.3E-6 20000 500 IAIR=2 simulates initial air using CPM particles — Designed to overcome the limitations of |AIR=1, but makes input data a little more complex To correctly simulate initial air, the particles must be evenly distributed throughout the initial air gap. This can be quite difficult to achieve... — Attime=0, DYNA positions them slightly offset from the inner surface (along the shell normal) of the SID1 parts. — Then in the first few 100 cycles the IAIR particles fly around filling up the initial space. The user must define how many cycles are needed using NPRLX. When IAIR=2, NP_AIR and NPRLX must be defined on the next card.. Slide 70 » (ARUPInitial Air -— IAIR=2, NP_AIR $ PAIR TAIR ——XMAIR AAIR BAIR CAIR-NP_AIR-——NPRLX 0.0 0.0 0.029 26.6 7.GE-3 -1.3E-6 20000 500 + NP_AIR = number of initial air particles (default = NP) — There should be enough initial air particles to fil the initial volume with a statistically significant distribution = that is, enough to achieve a reasonably smooth Maxwell-Boltzmann distribution of velocities in any one local area. + Notes from the manual: Spatial Distribution Equilibration for Airbag Particles - Total number of particles used in each card is NP + NPAIR. =. Since the inital air particles are placed at the surface of the airbag segments with correct, velocity distribution initially, particles are not randomly distributed in space. = Itrequires a finite number of relaxation cycles, NPRLX, to allow particles to move and produce better spatial distribution. = Since the momentum and energy transfer between particles are based on perfect elastic collision, CPM ‘solver would like to keep similar mole per particle between inflator and initial air particles. = CPM solver will check the following factor. If the factor is more than 10% apart, code will issue the warning message with the tag, (SOL+1232) and provide the suggested NPAIR value, yaa por pe fal i foe =~ ae eer ~ User nseds make decison o adjust the NPAIR value based on the application. For example, a setup with only initial air without any inflator gas for certain impact analysis should ignore this warning message. WS Tew al 7G) conn IAIR=2, NP_AIR $ PAIR TAIR. «XMAIR- = AMIR. = BAIR, = CAIR-NPLAIR- NPR 0.0 0.0 0.028 «= «26.6» 7.6E-3 -1.3E-6 20000 500 + NPRLX - Number of cycles to reach thermal equilibrium. — LT.0: If more than 50% of the collision to fabric is from initial air particle, the contact force will not apply to the fabric segment in order to keep its original shape. + If the number contains “ , NPRLX will treated as an end time rather than as a cycle count (from R8.0~). — Useful if the timestep might be changed at a later date. ITCTaig $ PAIR TAIR——XMAIR AAIR BAIR CAIRNP_AIR-——NPRLX 0.0 0.0 0,029 26.6 7.6E-3 -1.3&-6 20000 500 » From the first cycle DYNA gives IAIR particles different velocities (magnitude and direction) according to a discretized Maxwell-Boltzmann distribution. + As mentioned earlier, particles start off just inside the airbag wall and not randomly distributed in space, so a period of “relaxation” (defined by number of cycles in NPRLX) is required to achieve the good spatial distribution needed for thermodynamic equilibrium. oycleo Particles initially Just inside wall Initial Air — IAIR=2, NPRL: $ PAIR” TAIR”-XVAIR- AIR. = BAIR. =—CAIR-sNPLAIR-—NPRLX 0.0 0.0 0.029 26.6 7.6E-3 -1.36-6 20000 500 + During the NPRLX period, LS-DYNA only allows P2P (particle-to-particle) collision every 50 cycles. + This has two benefits: 1. The initial particles are all placed just next to the airbag wall, so an undesirable shock wave is generated as they all move away at the same time. (This is more noticeable in rigid walll tank tests). Reducing P2P collision frequency reduces this shock wave. 2. For airbags with slender and complex geometries, particle motion is restricted. Reducing p2p collision frequency helps achieve better spatial distribution quickly. wea cyte 120 2.9, NPRLX = 500 2p starts on 500" cycle Particles initially just inside wall icle in LS-DYNA\ Curae ARUP.Tails NPRI $ PAIR TAIR— XMAIR AIR BAIR CAIR | NP_AIR ——NPRLX 0.0 0.0 0.029 26.6 © 7.6E-3 -1.3E-6 20000 500 crete o: Particles distbuted inside CYCLE 0 to NPRLX: 11g. PP every 80 cycles + Reduces shock wave + Dsperses quicker Initial Air — IAIR=2, NP_AIR $ PAIR -TAIR” -XWAIR-—AAIR-—sBAIR- CCAIR. NP_AIR-——NPRLX 0.0 0.0 0.029 «26.67.63 -1.3E-6 20000 500 + Ina tank test, the initial mass of air present in the tank is significant and has a big affect on final pressure by mixing Inlet ei & with the inflator gas. Initial ie infator gas * Thermodynamic mixing works well if air and gas has roughly the same mole-per-particle ratio. — Ifyou know the mass and molecular masses (M), then: Na Na ge MN = Ifyou know initial and final pressure (assuming they have the same volume and temperature at final state) NPogs ‘NP * Friar — Porat. Por + Since the tank is usually rigid and a simple, wide open space, the total number of particles does not have to be that large to achieve a reasonable MB distribution. a i : i :Initial Air — IAIR=2, NP_AIR $ PAIR| TAIR-XWAIR- = ARIR- BAIR. CCAIR NP_AIR-—NPRLX 0.0 0.0 0,028 «26.6 | 7.6E-3 -1.3E-6 120000 500 In this example we Estimate mass of intial air: Estimate molecular ratio (gas mix : air): estimate NP_AIR needed mass gg = PY MW ae NPagg : NP S008. = fora teuft tank test ouende28r.009 hie ty (94%-6% Ar-He mix). mastan=““araya93 Noa NPae * ac a Dg oT If we use NP=80,000 for "n= 00848 Nig: NEgg* 0.72117 (nits: Kg, mm, msec) [NFeas ! NFy *1.0:1.5| the gas, then NP_AIR=120,000 is ideal. 4. Waring printed to log or message fle suggesting NP_AIR (version R7=) In this case we use NP=8000 and set NP_AIR=12000 by mistake, R7.0~ prints a warning to the log file ifthe | *#* Warning 41292 (SoL#1282) mole per particle ratios for gas and air | CPM bag #: 1 more than 10% different mmole per particle for inflator gas...........9.614201E-06 (The recommended ratio doesn't work so wellit icle for Cc Law andr Co(tyare vaslycmteroocce.nea Pole per particle for initial air 9. 78308-05 Air. inthis case ty reducing NPoas unti part number of initial air particle... +. 12000 ‘pressures equal average pressure) nunber of initial air particle suggested..... 122106$ IAIR NGAS —-NORIF NIDI NiD2 ids CHM CD_EXT 2 1 1 0 0 0 0 0 $ PAIR TAIR—_XMAIR AAIR BAIR CAIR NPLAIR ——NPRLX 0.0 0.0 0.029 26.6 7.6E-3 -1.3E-6 20000 1000 * To recap, NPRLX tells DYNA the number of cycles (or time) available at the beginning of the analysis for the relaxation of initial air particles — that is, time for them to fill the initial space without hitting each other. — E.g. NPRLX=1000 for a 1micro-sec timestep analysis will give 1ms for relaxation. — How long is needed depends on the size and shape of the initial volume and number of particles involved. + The relaxation phase is part of the actual analysis and should occur before inflator gas enters the airbag. - So if your mass flow curve (LCM) picks up from t=0, it should ideally be offset by at least the NPRLX duration (e.g. in the case above use OFFA=1ms on the LCM and LCT curves). - Most airbags have a 1-2ms delay already defined in the input curve so this can be used for the NPRLX relaxation phase. IAIR=2, Negative NPRL.: $ IAIR NGAS —-NORIF NIDI Nib2 NID3 CHM CD_EXT 2 1 1 0 0 0 0 o $ PAIR TAIR ——XMAIR ARIR BAIR CAIR NP_AIR —NPRLX 0.0 0.0 0.029 26.6 7.6E-3 -1.3E-6 20000-1000 + During the relaxation phase, the initial air particles will impact the airbag parts and apply a pressure that should eventually get close to PAIR. ~ Usually PAIR is set to the same value as PATM (external pressure) however a perfect_match of internal and extemal pressures is not possible: particle impact on the inside vs. segment load on the outside. — The unbalanced pressures will cause motion in airbag fabric. This is undesirable as it can cause neatly folded airbags to open slightly and introduce contact vibration. — Therefore an alternative input method is provided using a negative integer (e.9. NPRLX= 1000) - this is recommended for most airbag applications. + When NPRLX is input as a negative integer, the IAIR particles will not apply a force (p2f) on MAT FABRIC parts until they collide with either a GAS particle, or another IAIR particle that has already hit a GAS particle. — DYNA uses an additional algorithm to track the activated inflator gas front. — This way the fabric should keep its shape until the inflator gas propagates through the bag. — Note MAT RIGID parts still have a pressure applied to them. aU} ARUPlat RLX > 0 Number of particles in airbag Initial air particles (IAIR=2, NP_AIR) —————¥ time NPRLX 00 1.0 20 Prosoue (TTF) Inflator fabric During NPRLX, ‘Alter NPRLX, PAIR gas ‘segment pressure is pressure comes trom ss ‘pplied to metch PATM partie impacts inside) Ban [Mismatch caus LP 00 time evento vt rh ‘rr han 50 oops hao mS oy cae. S time NPRUX 0.0 1.0 2.0 Pressure «try applied to Infiator fanrie PAIR segment pressures apod unt gas IMIR parts are “activated by statm calsion From nfatr gas AIR {inside) _-/ Pressure on fabric from IAIR particles 00 f gradually increases ‘i ime TNPRIX ARUPExample of Pressures in IAIR 1aIR=2, NPF 000, dt=0 544s, so relaxation time = 0.54ms 20 Ke Average pressure starts at PATM, then calculated by... Pave al External part pressure picks up from zero as activated particles reach that part and apply force from collisions. Intemal part (tethers) pressure has particle impacts from both sides Pressure (MPa) opo = 580 «= ago = 1800 oon |= sp0 m0 aso a000 Tie (16-3 5) [DSPLOT: M2: DAB 10 kg mm ms POSITIVE NP_RELAK SPLOT: Mt: DAB 10 kg mm me NEGATIVE NP_RELAXVala Lata Positive NPRLX = 500 (ims) Negative NPRLX =-=600 (1m8) fa cia 0000000 000000 |n both models IAIR particles move around but do not apply pressure on fabric during NPRLX phase L 3 we 999900 2revsre ilfol Bie} STYPEt SID2 STYPE2—— BLOCK ~—NPDATA FRIC IROP 1 3 1 0 1.0 0.0 0 $ SIDH STYPEH —-HCONV. =—~PFRIC_-—SDFBLK. KP INIP 100 1 0.0 0.0 0.0 0.0 1 + If you don't want IAIR particles to be attached to certain parts inside the airbag, you can specify those parts using INIP (from R7.1.1~) + The INIP feature exclude surfaces from initial particle placement. ~ This option is useful for preventing particles from being trapped between adjacent fabric layers, e.g. when an internal flap covers a vent hole. + INIP is defined using the NP_DATA card. These optional lines allow us to define certain per-part or part-set data like heat loss and leakage blocking. NPDATA Number of parts or part sets data. ra — SIDH Part or part set ID defining part data. — STYPEH Set type (EQ.0: Part, EQ.1: Part set) ~ Parts can only occur in one NPDATA card. + INIP Place initial air particles on surface. - EQ0: yes (default) © In this example the vent and other part under the flap are set to have no IAIR particles close by at =O (part set 100, INIP=1), Particles do not get stuck under the fiap.+ INITIAL_AIRBAG_PARTICLE_POSITION $ BAG_ID Airbag needs an ID to reference to S$ x Y Zz 0.0 0.0 0.0 Co-ordinate can be 10.0 0.0 0.0 defined for every 20.0 0.0 0.0 JAIR particle Ete + Particle locations can be defined manually using *INITIAL AIRBAG PARTICLE POSITION (R6.1.1~). — Same input format as *NODE (first field is ignored so node ids can be left in the deck) — Ifthe number of coordinates given is less than NP_AIR, the coords will be reused — particles can share same location at the beginning of analysis. — This does not yet work with multiple CPM CHAMBERS. + Requires a defined ID for the airbag (“AIRBAG_PARTICLE_ID) Slide 87 ARU Arup Alli Initial Air Properties $ PAIR TAIR XMAIR AAIR BAIR CAIR—NP_AIR NPRLX 0.0 0.0 © 0.029 26.6 7.6E-3 -1,3E-6 20000 500 + Properties for initial air are needed when IAIR>0. + PAIR & TAIR define the initial pressure and temperature. If left as zero, DYNA uses the ATM input for atmospheric properties: — PAIR (default = PATM) Initial air pressure DYNA calculates mass of initia i om this = TAIR (default = TATM) Initial air temperature eee eat i . — Setting these to levels other than PATM/TATM will cause unrestrained airbag fabric to move from the start of the analysis. — PAIR & TAIR can be a useful way to create a pressurized initial condition without needing any inflator gas input (IAIR=2 but NGAS=0). + The data required to describe the mixture of gasses that make up initial air is the same as that for “AIRBAG HYBRID: molar mass and Cp(T), temperature dependent specific heat capacity at constant pressure. + XMAIR — Molar mass of gas initially inside bag. . — The average molar mass of dry air is 28.97 g/mol. ~ Awet air (e.g. 4% H,0) composition may be closer to the test condition, at around 28.5g/mol. ARUPInitial Air Properties PAIR TAIR — XMAIR AAIR BAIR CAIR = -NP_AIR ——NPRLX 0.0 0.0 0.029 26.6 7.6E-3 -1.3E-6 20000 500 + AAIR, BAIR & CAIR are coefficients of specific heat capacity at constant pressure — In CPM, Cp(T) is the amount of energy (J or mJ) needed to raise 1 mol of gas 1 K at constant Pressure: units are Jimol.K or mJ/mol.K not J/kg.K or mJ/tonne.K. + Like most gasses, Cp for air varies over temperature. - For AIRBAG PARTICLE, Cp must be accurate over a large temperature range - up to ‘temperatures far hotter than the inflator gas max temperature (more than AIRBAG HYBRID). — Inflator gas particles are assigned a “temperature” according to a Maxwell-Boltzmann distribution: the average “temperature” will be close to the input value (TAIR or LCT for the inflator gas), but some particles will be much "colder" or “hotter” than average. = p(T) is input as a polynomial function which should be a "best-fit’of real data + There are now two ways of inputting the polynomial data for Cp: 1. Directly on the airbag particle card using the constant (AAIR), linear (BAIR) and quadratic (CAIR) temperature coefficients in the form below: 1 > AD) = Goya + Bal + Cap?) 2, Or by using up to five coefficients (CP - Cp,) in *DEFINE_CPM_GAS_PROPERTIES (see later slides): 1 gener = Fg Cn Col ACT + CP 4G) Nei c ane sod STI} ARUP. Initial Air Properties $ PAIR TAIR XMALR. AAIR BAIR CAIR —NPLAIR NPRLX 0.0 0.0 0,029 26.6 7.6E-3--1.3E-6 20000 500 * The graph on the top right shows Cp(T) forthe ‘Wet Air Components main components of wet air — re + Iwas obtained from two sources on the 7 internet: =a Tt 1. Cp over 0-6000K was found at a tent ‘www engineeringtoolbox.com (ETB). Source i tren carmot be verified so use at your own risk a earn 2. Data over a lower temperature range was sound obtained from NIST (United States National » Institute of Standards and Technology) 2 | a CT webbook.nist.govichemistryfluid. “0 am ee hfe peo ae — The NIST data agrees with ETB at the lower temperature range, which suggests the ETB data is trustworthy. Air * Cp for a 4% H,0 air mix can be calculated by “ | a ia 1 summing the Coefficients of each main wo component scaled by their mass fractions. be - (Amagat's Law). ” 7] ~ This produces the greon curve as shownin tne bottom graph. 3 rma acne ~The black curve is ETB published data for dry air which agrees with the result over the available temperature range, aN BSe NAN) Site (ae]o) ARUP CeesInitial Air Properties $ PAIR TAIR —XMAIR 0.0 0.0 0.029 AAIR 26.6 BAIR 7.6E-3 + The top graph shows a quadratic polynomial fit for the wet air mix shown previously > — Made using the curve fitting function in Excel. This and data for other gases is provided with the training course material. ” = Gpbelow 2s00K and above 000K isnot we represented, but otherwise the fitis reasonable. — The quadratic fit curve becomes negative at, higher temperatures. DYNA caps Cp(T) at it's oo maximum to avoid problems calculating internal energy (seo next slide), — Use this data for AAIR, BAIR, CAIR input * The bottom graph shows @ 4* order ft forthe same data = Cp at lower temperatures is better represented. = Use this data as input to “DEFINE CPM GAS. PROPERTIES (up to 5 polynomial coefficients ‘pO to Cp4) Be careful — the cap-at-max function does not apply for this method so make sure the internal energy always increases over temperature. 1,3E-6 a CAIR NPAIR 20000 NPRLX Seen ARUP *DEFINE_CPM_GAS_PROPERTI $ PAIR TAIR XMAIR, AAIR BAIR CAIR NP_AIR ‘NPRLX 0.0 0.0 om 0 0} 20000 500 Sein pci rerames Ss sf MO tk {9999} (0.029) (28.55 -€.94E-4 9.9E-6 -5.01E-9 7.87E-13 $ uTO um uT2 uT3 UT4 CHM_ID: VINI 0.0 0.0 0.0 0.0 0.0 and inflator gas — Up to 4" order polynomial can be used to represent Cp(T) — More accurate representation of monotonically increasing Cp(T) at lower temperatures - Note the TITLE option is not currently supported in LS- DYNA integer in XMAIR field of AIRBAG PARTICLE = AAIR-CAIR and A(i)-C(i) should then be left blank This is an alternative way to input gas data for initial air ID of each DEFINE card should be input as a negativeExample Model So “AIRBAG PARTICLE_1D s 2810 TIME 1 BAVPLE SIDE AIRBAG (kg ns nn) S$ sipt ster sige STiRED 2 1 o 0 $ wT vistus— TAH ° ° 0 00 SIAR was MORI 2 ° 0 ° SPAR TAIR MIR AMIR 0.0 0.00.0 25.6 * Here’s an example of the input covered so far + This is enough to model a tank filled with particles representing air at room temperature and pressure — Using a 2us timestep DYNA tries to reach thermodynamic equilibrium within 1ms, and a steady | state (pressure against wall) is observed after 1-2ms + This method can be used to model any condition | where the volume is full of gas from the start. ic ranneSE ONAN IAIR=4 .0ck —WPOATA 0G RTM WENT 0.0 0 ine 08 ° ° BAR cAI TES 1.366 sii ook) Seay FIG ROP 00 ° 720 oH rr) om coeKr ° ° WAR eux mono 500 ARUP ARUPIst $ IAIR NGAS —NORIF NIDI Nip NID3 CHM CD_EXT 4 1 1 0 0 0 0 0 $ PAIR TAR XMAIR AAIR BAIR CAIRNPLAIR——NPRLX 0.0 0.0 0.029 26.6 7.66-3 -1.3E-6 20000 500 + _IAIR Initial gas inside bag considered: — £Q.0:No = EQ1: Yes, using control volume method. = EQ--1: Yes, using control volume method. In this case ambient air enters the bag when PATM is greater than bag pressure. = £Q.2: Yes, using the particle method = £Q.4: Yes, using the particle method with gas front tracking + Initial air particles are used for the gas front tracking algorithm but they do not apply forces when they collide with a segment. + Instead, a uniform pressure is applied to the inside of the airbag based on the ratio of air and inflator particles. + NPRLX must be negative so that forces are not applied by the initial air. + Currently not recommended to use with CPM CHAMBERS = Chamber and part pressures don't always match. — Chamber temperature is sometimes less than TATM > heat loss may not be correct. = Switch back to IAIR=2 using TSTOP if needed (see later) Peep ute aun ese AN AS FIT CReIe) 7 ARNON : How DYNA Applies Internal Pressure IAIR_Exteral__|_Intemal pressure Internal pressure from initial air (P_AIR) | pressure | from inflator gas ‘on each segment “(load segment) | _ particles (P2F) 1 PAM P_col CV, f(Vbag Toaq) (l0ad segment) aspirated vent oF o Fact 10 a 1) PLATM P_col "CV, (Vag Taag) (load segment) 2 P_ATM P_col NPRLX>O | NPRLX<0 P_AIR (load segment) P_AIR (load segment) LL | col "| Ifactivated P_cot 4 P_ATM P col Store the ratio of (R9~) ____Neol_air 4 Neola + Neol_infl | fiy'P_AIR) (load segment) ATW: user input PAT, default | amosphere P_col pressure generated hy impulse from inflstor ges particle colsion with fabric CV; Contra Volume method to apply pressure Load segment: segment based pressure applod IAIR=4 is implemented in Dev: R7.1.2.96713, R8.1.0 & from R9.0 (l.~. not standard R7.1.2 or R8.0.0) me) STI} yOIAIR: The only job of IAIR particles is to help DYNA calculate the segment impact ratio. The segment ratio includes a mole/particle weighting factor to account for NP:NP_AIR variation. The impact ratio tells DYNA the location and width of the gas front. If no collision is detected, a segment load of P_atm is applied to counter pressure from outside. Par | | a Porm rts. Gas front Fabric collisions change from: mostly gas particles to mostly IAIR partiolos Fewer particles will leave more segments with zero collisions. In this case DYNA balances external pressure with internal load segment pressure even in the gas zone (behind the gas front), Take care to keep a good balance of NP and N elements. Par L yr ‘Many particles will create a narrower front - slower to inflate SINCE NAIA ®Arup Allrights reserved, Do n pallet elyIAIR=4 Curtain Airbag Example (Animatior orton Me ane + Folded (rolled) + 2.5mmmesh + NP=200,000 + NP_AIR=13,000 + Nelem: 190,400 + IAIR=2 mode! has CPM CHAMBERS, IAIR=4 model does not. DImLOT ME Aed SiAll needed to simulate rolled curtain Pica estoy (7 ee SST aero) ARUP VN Se mele tain Airbag Example * Folded (rolled) + 2.5mm mesh + NP=200,000 + NP_AIR=13,000 + Nelem: 190,400 + IAIR=2 model has CPM CHAMBERS, IAIR=4 model does not. aPLOT a Ae Reais ‘needed to simulate | trolled curtain 1 {airbag deployment | Slide 100 * (ARUPIAIR=4 Curtain Airbag Example PLOT Me Folded (rolled) 2.5mm mesh + IAIR=2 model has CPM CHAMBERS, IAIR=4 model does not. ODPL Ae needed to simulate rolled curtain is Slide 101 * ARUP NP. UNIT VISFLG TATM PATH NVENT TEND TSW 0 0 0 0.0 0.0 0 0.0 0.0 $: TSTOP = TSHTH = OCCUP. REBL = SIDSV—PSIDI te 20.0 5.0 0.0 0 3 ‘Optional contro! card if first column of this line is a "+" character (RO~) + When IAIR=4, initial air particles do not contribute to the airbag energy: pressure or temperature, which may result in less accurate results. + To counter this, the algorithm can be switched back to IAIR=2 at some point in the analysis using TSTOP & TSMTH: = TSTOP ~ time to switch from IAIR=4 to 2 = TSMTH - duration for switching process (default 1ms) aid * S oe sities haw 7 "| TSMTH = 1 and 5 ms Ef ES | / 2 2TN Driver's Airbag Exai tal 4 + IAIR=4 is less accurate than IAIR=2 “~~ = so should only be used when the type analysis is beyond the capabilities of IAIR=2. + Unfolded DAB example (with vents) + Smm mesh + NP=200,000 + NP_AIR=50,000 + Nelem: 25,300 = — + Patm is better balanced by a segment based pressure for Pair =" Aisa provided in a ‘separate Excel fle (ite {85 pr fle io run in DYNA, This data is based on NIST and other internet ‘sou'ces. The polynomial ‘was f over 0-3000K (4000k for 62) sna Should be suitable for Lr] lemperatures up to 200K) soule-Tromson coats ‘so provded for Hydrogen and Hebum,ARUP OrificesNGAS —NORIF NIDI wipe 1 1 0 0 $ NID ANI Voi CAL INFO 1000 0.0 0 0.0 0 Gas jet locations are defined by nodes (or shelis from R9.0}: = _NORIF — total number of orifice nodes (or shelts) IDI defines the node ID for orice i, or shell ID from 8.0 if VDI is negative (see VD). ~The total mass of inflator gas is distributed to all the orifice nodes {see also ANI in next slide} ~ When muttiple infators are usod, INFO describes the inlator ID of each onfice ~ matches INFGI (see previous sides) Tg simulate the correct thermal properties of the jetting particles, LS-DYNA (from Ra) gives some particles random motion ~ This means tha he particle jet does not lok ikea real gas jl — more like a swarm of bees + Orifice nodes should not belong to any part in SID1 ~ Particles are generated atthe orifice node and some (designated “thermal particles") move away in a random direction. ff the orice node belongs to the contact surface, some particles wil Immediately move behind the surface (except when IANGI=1) | — Ifthe inflator parts ara in SID1 use a node located a smal distance {e.g 0.1mm) away from he part (Offset can be smal because paflicles are treated as 1D points for p2f —their size is ignored.) $ IAIR NGAS —-NORIF Nipt Nip2 2 1 1 0 0 $ NID ANI Voi Cai INFO: 1000 0.0 0 0.0 0 NiD3 CHM CDLEXT 0 0 0 IWOMi = LANGE CHM_IDi 0 0 0 Be o NID3 CHM CD_EXT 0 0 0 IMOMI == TANGi CHM IDI 0 0 0 | Gas jet locations are defined by nodes (or shells from R9. 0): * NORIF — total number of orifice nodes (or shells) + NIDi defines the node ID for orifice i, — Can bea shell ID from R9.0 if VDi is negative (see VDi). + The total mass of inflator gas is distributed to all the orifice nodes (see also ANi in next slide) + When multiple inflators are used, INFOi describes the inflator ID of each orifice - matches INFGi (see previous slides) Slide 118 ~ (ARUP$ NID ANI Voi CAi INFO: IOM TANG] CHM_IDi 1000 0.0 0 0.0 0 0 0 0 + To simulate the correct thermal properties of the jetting particles, LS-DYNA (from R4) gives some particles random motion. — This means that the particle jet does not look like a real gas jet — more like a swarm of bees * Orifice nodes must not belong to any part in SID1 — Particles are generated at the orifice node and some (designated “thermal particles”) move away in a random direction. If the orifice node belongs to the contact surface, some particles will immediately move behind the surface (except when IANGi=1) — If the inflator parts are in SID1 use a node located a small distance (@.g. 0.1mm) away from the part. (Offset can be small because particles are treated as 1D points for p2f— their size is ignored.) oe ye Oritic$ node betongs to retainer, partes leak telow — nat good Patek? ame Slide 119 * (ARU $ NIDI ANI VDi Cai INFOI [MOM TANG: CHL IDI 1000 0.0 0 0.0 0 0 0 0 + When the inflator is always stationary (e.g. tank test or static test where no reaction forces are required), orifice nodes can be unattached and unconstrained. + If the inflator moves, orifice nodes must be constrained to the moving inflator (e.g. by *CONSTRAINED EXTRA NODE or NODAL RIGID. BODY etc.) = Or by choosing a structural node on a part not in SID1 + Ensure that fabric near the orifice cannot envelope it such that the node ends up outside the airbag volume. — Best to model the physical inflator & retainer as rigid shells with the orifice node close to their surface. Include the inflator & retainer in the airbag self contact so they can “protect” the orifice from being enveloped by the fabric. — Alternatively select a shell to be the orifice using the new option from R9.Orifice Inpi $ IAIR NGAS ——NORIF NIDt NID2 NIDS CHM CD_EXT 2 1 1 0 0 0 0 0 $ NIDi ANI Wi CAi INFO: MOM JANGi — CHMLID 1000 0.0 1 0.0 0 0 0 0 + ANi is a simple weighting factor for distributing the mass-flow to multiple orifices in an inflator — EQ. 0 = equal distribution (use this when just one orifice exits - ANi as no meaning for just one orifice). ~ For example, if AN1 = 1, AN2 = 2, DYNA distributes 1/3 of mass flow to orifice 1 and 2/3 to orifice 2. — The manual describes this as "Area of nozzle” but it does not have to be the real hole area - itis just a weighting parameter. The real area could be used as a simple way to estimate the proportion of gas exiting holes of different sizes, but note that real gas flow varies greatly with local geometry and flow field etc. ST CRPa me We Orifice Inpu $ IAIR-—NGASNORIF-=sNID1.sNID2-NID. CHM CD_EXT 2 1 1 0 0 0 0 0 $ NIDi ANI Wi CAL INFO: IMOM i ANGI = CHM_IDi 1000 0.0 1 0.0 0 0 0 0 + IF VDi> 0, this is a DEFINE VECTOR ID used to define the initial jet direction for Orifice i ~ Ifthe inflator moves, NID1 to NID3 should be input using three nodes on the inflator part = These will define a coordinate system telling DYNA how to update the angle of the jet vector (VDi) as the inflator moves over time. ~ The location of the jet stays at the orfice node so make sure the node is constrained to inflator. ~ Note: using CID in the vector to reference a DEFINE COORDINATE NODES with FLAG=1 will not update the angle of the vector, even if those nodes move through space. + IFVDi <0, NIDjis the shell ID (from R9.0). direction of gas inflow same as shell normal direction of gas inflow opposite to shell normal ~ Node ID and shell ID based nozzles cannot be used in the same airbag definition. ~The nozzle location is at the geometric centre of the shell and the initial gas direction is defined by shell normal/reversed normal, This vector is also transformed with moving Coordinate system defined by NID1-NID3. ~ Nozzle area is defined through ANi and shell area is not used, therefore one can control the mass flow rate distribution same way as nodal based nozzle. Slide 122» (ARUPOrifice Inpu € In this side airbag inflator example the retainer cylinder forms a shield, directing the gas flow in a particular direction. CPM cannot resolve the | detailed flow field in this area - that requires a CFD capability such as ALE (above), validated by advanced test methods. We recommend setting up three of four AIRBAG CED and test results. If jet data is not available, use judgment and common sense, The mass flow distribution at each location can be controlled using ANi ena) SID s: siot we ° vain ° wow) 1 io(1) 1 8 s Axial ols Radiat jets 2 3 4 can be tim: PARTICLE orifices based on >AIFRAD PARTICLE 1D 1 DAB SIVPLE AXIAL VECTOR EXWPLE This passenger airbag inflator can be modelled in several ways. If the outer diffuser is used (top red figure), each exterior hole could be given one orifice and the same vector. If the diffusor is not used (bottom pic), the holes in the cap could describe the orifice locations. q q Particle flow through the whole system can be simulated using CPM chambers although the flow field may not be sufficiently resolved. Joule-Thomson effect may also be important if gas is helium or hydrogen. (See later slides) HEADING SWE $102 STYPEZ —ULGKK PTA 1 ° ° 0 00 WIT VISES TATW PATE eT ° 0 0000 ° Nos NORIF wot NIo NID 1 4 ° ° ° Ler) owe) AG) BCH) tH) wi 100 . IN) WOE) INEOLN) HOWL) 0.0 + Joo ° 0 0.0 1 vier 8 oe ; 4axialjets 0.0 + Joo ° a This driver's airbag inflator example also has a retainer plate that directs the gas flow. Defining every orifice hole with radial vectors (shown right) ie consuming. Four simple axial jets (shown left) gives a arguably more realistic axial flow. ARUPSummary notes on defining orifices + Typical inflators for DABs and SABs have many small holes in a radial pattern around the cylinder. The gas exits these small holes then gets diverted by a carefully designed retainer plate into a particular direction to fill the airbag. * In AIRBAG PARTICLE, orifice nodes and vectors can be defined for every single one of these little holes, although considering the wide shape of the particle jet generated by DYNA, it is unlikely that the local jet flow will resolved at such a small scale. + The particle method provides only a coarse representation of gas flow — it will not predict the channeling or guiding effect produced by a gas shield plate or retainer. + For this reason we recommend using three or four orifice nodes positioned at points where gas exits the retainer, with vectors pointing in the general direction of the gas after it has been diverted. + ACFOD sub-model of the jetting (using ALE in LS-DYNA for example) can help establish these points and flow directions. Test film of just the inflator firing inside the retainer plate can also yield validating information. + This macroscopic approach to jet set-up should also lead to more realistic reaction forces on the inflator body... Epuic RAN RSE) AN, F ARUP Sear eS moe Other Options $ IAIR NGAS —-NORIF NID1 NDZ NID3 CHM )_EXT 2 1 1 0 0 0 0 0 $ NID ANI Voi cai INFO; = IMOMi IANGI — CHM_IDi 1000 0.0 0 0.0 0 1 0 0 * IMOMi = 1 will cause LS-DYNA to apply a reaction force on the orifice node equal and opposite to the change in momentum of the particle jet in the vector direction — Reaction loads from a DAB can cause motion of the steering column, and loads from an SAB can cause rotation of the seat back. — IMOM should not be used if IANGi=1 (see next slide) Seema WRU ODIOrifice Input — Other Options $ IAI NGAS —-NORIF NID Nip2 NID3 CHM CDLEXT 2 1 1 0 0 0 0 0 S$ NIDI ANI Wi CAL INFO = IMOMi IANGI — CHMLIDi 1000 0.0 1 5.0 0 0 1 0 + Although not recommended, DYNA does have the capability to simulate a unidirectional jet of particles, without the random-direction thermal component. + To activate this set ANGi = 1 and input the cone angle CAi in degrees = Thecone angle describes the full arc of the jet + Ifthis option is used the jet of particles will not have the correct thermal properties: pressure, temperature, etc. of that area of the airbag will not be realistic. — However once the particles have hit the airbag wall and start to move in a random direction, ‘a Maxwell-Boltzmann velocity distribution should eventually evolve. = Instability and non-physical behaviour has been seen in some multi-chamber models. — The reaction force output option IMOMi will not give realistic results if used with this option. + IANG should only be considered as a study tool and not used in general airbag modelling practice. SIC RPaaay.WNUO HDExample Model Update fefuin toe See nee Pressure against internal tethers/straps can be. realistically simulated using airbag particle. We recommend meshing the straps and folding them with the airbag layers. An alternative is to use 1D elements (discrete ional ae cats) (tions springs, discrete beams, cables or seatbelt og) elements all work). Care is needed to set up = =», the correct untensioned length and stiffness. Shell tether method 41D method (recommended) S1D1 Parts for particle contact Airbag self contact parts Base plate contact er Rear ea eee ia eg, Example Model Update In this example we do not include .aieya pxeic.€10 the inflator in the airbag definition $ID HEADING, Pas pe paieteronieo 1 DAB SIMPLE EXAPLE an kg no siDt Particle contact $: SID) SREY Sina sive? HO MAA ile ee ee ee a $0 wT vig TAM PATH eon 1D o 0 9 0 wD S: INR Woks ORI IDY NID NID 28k emese osmasose oe pans fom SDI Cees) PAIR TAIR XMAIR, AMIR BAIR AIR: NPAIR—NPRLX. 0. 0 0 #000 0.00.0 ettoo “009 a CD a a nO eC COMO) 1 i to. (Bkbap sole contact boris $ oma) Lore) sa) 2) 2) ta) ay aes 2 mmm — $5 MOC) MCT) YOK) 1) FOLEY CH) EETD Ly . =p, : ae 7 oe 8 2 09 4 o 0 88 Fr ee 4 009 +0 Base plate contact Peer ia wc Reena een Slide 138Example Model Update ‘Mass-flow & temperature curves -aipaaa PARTIC 1D ‘are required for each gas input. = 8 HAIG 1 DAB SINPLE XML mn ko as Typical mass flow rate curves Sit SMPEY—SioeSTPE2— LOK MFOATA «Flo. ro « 1 1 2 1 0 000 8 sw wT vistG TAM PAT MeN TDs é 0 09 60000 i wie NiD1 NDS e ee ee g YWAIR MAIR. BAIR. CIR. NPLAIR- NPL mo 0.0 0.00.0 000-1000 - vac) AG) aC) FL) Keep this delay “™™® “1000000 yal) M2) t2)— 2) eta) Typical gas exit temperature 20 009 v8. time (pyrotype inflator) wot) ©aC1) oH) OWA) TARGA) 1041) cn ey + 00 09 0 0 0 +1 00 0 0 0 0 ee 0 223K Thi fi ick-up a short time after “Time-To-Fire" (TTF) hkeop thie dot 1e mass-flow curves pick-up a short time after "Time-To-Fire’ (TTF). — these this delay _,. This is due to delays in the switching system, ignition and gas exit Time processes. See other sections for further details, Meu Mee ANIA ee Notes | aS Pea UN:Multiple Inflators ARUP c \, AlnOAG PARTICLE 19 \ os: 3a HevOINa ' 1 SINE INPUT EXAMPLE Is: siot sre Sinz srvpe2—BLeCK spoT I 1 1 ° 0 oOo Is: NP UNIT VISFLG TAT. PAT. MVENT. ! ° ° 0 1s: iain NAS NORE NioT NID —_Nio ue I! ° 1 1 ° ° 0 Vos: oma) eres) ws) at) wt) ea) ! 1101-10000 Fos: wiper) aw) yt) ea) aneOC4) oH 2) 1 00 1 bo ° 0 0 + In this simple example, one gas exits ane orifice + The gas properties are input using "DEFINE CPM GAS. PROPERTIES ID 1000 — Indicated by the negative ID in XM(1)= -1000 * There is only one inflator so INFG and INFO do not need to be defined Slide 134 ~ (ARUPVos: aslo 1 Ves: siot I 1 Is we I ° 1s: in ! ° 1s: wow ! 1 a) 7 1 $! nip(2) 2 BAR PARTICLE. 10 27010, 4 MATIPLE INPUT EXPL sive sid 1 ° WIT Vises ° 0 NAS NRF 1 2 went) a(t) ior -t000 a(t) yout) 2.0 1 ‘mi(2) oka) 3.0 2 srvee2 ° 0M 0.0 Ibi ° ay 0.9 ex 0.9 ex 00 ocx 0 Pane 0.0 wine ° a) 0.0 nF) 0 1n60(2) 0 wow 0.0 es ° nin ° cay 0.0 twa) 0 wo) 0 Fine 0.0 TEN 0.0 oa ° Ine) + In this next example, one gas exits two orifices in different directions + The ratio of areas of the holes is distributed in the same ratio using AN(1 — Ifthe holes are the same size, leave both ANi=0 :3, so the gas mass flow is AN(2)=3 “AIRBAG PARTICLE. 1D #0 HONG \ A MULTIPLE INPUT EXAMPLE |g: sir sneer sine ! 1 1 0 Voge wt vista ! o 0 0 ee ! ° 4 2 Ves: town vores) wt) ! 1 tot ~1000 Vs: owe) vena) m2) 1 2 wr 20 Vg: ows) tus) am) 1 3 to a0 Tg: coma) cota) wa) ! 4 tot 4000 Vos: wc aMs) wou) ! 1 20 1 $: wint2) A(z) O12) 2 900 2 Multiple Gases, M' srype2 ° 0 0.0 io ° a 0.0 42) 0.9 4) 0.0 na) 0.0 oxy 00 ony 00 100K 0 Paw 2.0 pe. ° aut) 0.0 32) 0.0 (3) 0.0 ma) 0.0 Ine) 0 ne0(2) o posh 0.0 ex ° ios ° oa) 0.0 ot2) 0.0 ota) 0.0 ota) 0.0 C1) o wow?) a ene 00 re oo on ° neo) ° ne(2) ° e643) 0 ne(4) 0 beet) 0 vanet2 4 everal gases exit the inflator through multiple orifices. + Each gas has its own mass-flow curve LCMi but just one temperature LCTi for alll. Siem ight be the same curve with different scale factors (SFO) according to mass fraction TURTale elt ani eeT Cones Te eM retetet Multiple Orifices sain PaRTILE ID This final example shows 3480 YONG multiple inflators in one airbag + MULTIPLE INT exarte $ sion Sie sine Smt wo HPO sal + 14 9 oo & wT vistG TAM Pa wees o 0 0 00 00 $:IAIR NAS NORIO N28 Oo 4 4 0 on Se Lowe) LCT) 3M) aT) ka) +01 1000 Eg, INF1 is the 1 $ Lava) ter) M2) Gat stage and ste 2 101-2000 $: Laws) uci) amis) —(INF2 is the delayed 32 -saq9 2 Stage of a $+ Lowa) Lcr(4) x(a) multi-stage inflator wets) 4 102-0 900 4 MID(1) aN) OL) ca) NOCH) to oo Use INEG & $ wo(2)—aNl2)—vOl2)-—ewK2) OK)” INFO to 2 30-20 ; $ NIO(3) AMS) WLS) cas) tFOEG)_ yy @SSOGIate the 320 3 00 2 gases with the S$: MID(4) ANCA) YOK). WA) OLA) Orifice 4 3000 4 ok we) coils Red ARUP. Slide 138 ~ (ARUP3. Advanced Settings AIRBAG PARTICLE in LS-DYNA® © Arup 2017 Slide 139 * (ARUP Section 2 — Advanced Settings * Vents a Fabric porosity and — Definition leak. will be — Coefficients seam oi ae t — Enhanced venting covere in the nex — PPOP section of the course — Blocking — Physical vent holes * Multiple chambers * Keywords covered in this section: — *AIRBAG PARTICLE — *DEFINE CPM VENT — *DEFINE CPM CHAMBER Slide 140Section 2 — Advanced Settings Vents & Blocking Slide 144 Poy $ NP UNIT VISFLG TATH PATM = NVENT. TEND 0 ° 0 0.0 0.0 2 0.0 | $ — SIDSi_—_STYPE3I 238i LCTC23i LOPC23i ENV. =—PPOPi 31 0 0 0 0 1 0.0 32 0 0 0 0 1 0.0 + There are two ways to model vents in the latest LS-DYNA | 1. Making a physical hole in the airbag side wall 2. Using NVENT = number of vent holes + The first way is not recommended, but is sometimes used to simulate puncture and leakage from failed elements (e.g. tyre rupture) — This type requires BLOCK = 10, 11 or 12 to disable the leaked particles — and stop DYNA from putting them back inside the bag = in, this is nol recommended for airbag venting. (See notes on BLOCK).$ NP UNIT VISFLG TAT PATM—NVENT TEND TSH 0 0 0 0.0 0.0 2 0.0 0.0 $ SIDS; STYPESi 23; LCTC23i LOPC23i += ENHVi_—PPOPi 31 0 0 0 0 1 0.0 32 0 0 0 0 1 0.0 For every /NVENT, SID3/is the Part or Part Set ID covering that hole. STYPES defines the type of data in SID3: = EQ. Ofor one Part © recommended = EQ. 1 for Part set = EQ. 2 for Part set, treat all parts as one (R9~) € also OK Hint: use STYPE3 = 0 or 2: there is less chance of input error and it quicker and easier to post-process. — Do not use one part set for multiple vent locations. This will cause errors and unexpected results — Allvent parts must be in the main airbag part set SID1 Internal vent holes can be modelled in just the same way — Be sure to also include the vent parts in SID1 and SID2 Notes for STYPE3=2: “Merge part set for vent’. — The first part in the part set is used as the master part. Shells of other parts in the set will be merged to the master for vent treatment. — Vent data can be found under the master part in ABSTAT_CPM. Slide 143 ~ (ARUP $ NP UNIT VISFLG TAT PATM —NVENT TEND TSH 0 0 0 0.0 0.0 2 0.0 0.0 $ — SID3i_STYPESI casi LeTC23iLcPce23i_ ENKI POP 31 0 0 0 0 1 0.0 32 0 0 0 0 1 0.0 ¥ This is the best way ~ one part per x Dont dois dit wen noe Je ENH_Y will not work properly ¥ This way is OK but a litle inconvenient: mass flow out is a reported per-part to the abstat file. Pas 397 x Don't do thist ‘You will have to sum the data for alt [ , 2 ENH_V will not parts in the set to get the mass-flow { ‘work properly. ‘out per vent hole, OR from R9 use STYPE=2 to automatically merge SIC EREy Mam WRN+ Before introducing c we should —fr'ertepcmocuis isan consider physical factors affecting real vent flow. tak aceite etich Be ‘ork eantrs oft sytom are * Awell-know definition of isentropic mass flow through caress pow nants a vent by Wang & Nefske is shown below. reversible " — This expression is used by LS-DYNA in the control Pam volume method and is very accurate at stationary gas OO ey flow (see the DYNA theory manual for more details), + Effective hole area (Ay,) & are Ge miner) complex variables and discussed in the next slides. Gere = (35) it FT sos fue a R i a) 2 RJT, y- “ms ee that es ati devendson.- fn meat es ol ee het seded Peas Fate aaehundr esse unonsng | rego consa ung co Me Cv rato of heat capactoe YT, temperature ede the Dag iets, sie of sag upand downtieam, ec. | Reewereementaroona hole ean ACEP) AN TU Boil ta) AR Coe aa aa Venting — Physical Characteristics effective area (even with reinforced patches). - Can be difficult to see and measure in test — Amount of stretch depends on fabric stiffness, layup, edge treatment, reinforcement, etc. — Permanent stretch in fabric leaves a bigger hole after pressure drops — Change in effective area often not linear with airbag pressure Stretching Vent Holes (DAB) ‘Stretching Vent Holes (PAB) oa rarer Meehan aaaing — Physical Characteristics Under high pressure from local flow the edge of the fabric vent sometimes curls outwards, reducing the vena contracta and increasing mass flow. Low pressure = This is causes a non-linear relationship of flow contraction with pressure The fabric threads can unravel (fray) at the hole edge under pressure’ causing a further permanent increase in effective hole area. = This is sometimes called "squaring" because the fraying occurs most where both fiber directions are cut and left unsupported, creating corners, Round holes stretch to a square shape due to the orthogonal nature Medium pressure of the fabric. Vena contracts ‘Squaring and stretching to a square shape can be reduced by heat. = FI welding the edge and rotating the layered reinforcement patches by 45°. "A Study on th Effects of Pressure on Aviation ‘Airbag Vont Hole Frayng ftp sinwe risb govinewsts veisi201tlga_aitbagidock (9450736 pat High pressure | Negeri ANREP A Lae Romer yn reserved Slide 147 (ARUP Venting — Physical Characteristics Also: other gaps in the fabric can leak significant amounts of gas — If the inflator sticks out of the airbag it is very likely that gas will escape from this hole too — it should be added as an extra, unobstructed vent hole é YS Leakage trough foe for nfator Ai ig it Shi Be eee eres Slide 148 * (ARUPVenting In CPM + Consider those factors when applied to CPM airbags in LS-DYNA: + Pressure is well predicted over large areas but /ocal flow conditions are not well resolved, especially around obstructions. — Make sure vents are “visible” (no obstructions like inflators) and particle density sufficient to counter the coarse nature of the particle flow — There is a lower limit to feasible vent size in CPM (typically 15-20mm). SCRCC Rom WOO eet) + Vent holes must be filled with shells for correct volume calculation and particle tracking. ~ *MAT NULL can stretch like the real airbag but have to span the hole from edge to edge, which makes folding and contact impossible. — "MAT FABRIC shells are therefore the best way to cover the vent, but these limit the stretch under tension, and hence effective venting area. * Therefore, either use a soft, light *MAT FABRIC for the vent patch, or make the initial vent hole larger to counter for the lack of stretch in the fabric-filled hole (and also any fraying observed in test etc.) Varning: *MAT NULL shell vents are often the cause of very long run times — as they stretch, every search bucket used by CPM expands, increasing calculation cost Natls shells _ Fabric shells, ovebh ines | resists stretch — | FABRIC shells NULLshells pag ‘area — good canbe folded cannot be fH - good folded ~ bad PMc ean eer eae Eee Ses Slide 150 * (ARUPMore Comments on Venting In CPM + Local pressure on the airbag wall comes from the impulse of individual particle impacts smoothed out over time. This and the fact that the holes are filled with shells means that DYNA will not predict the curling shape at the vent edge. = Also viscosity, streamline flow, contraction, etc. are not applicable at the scale of the particles used in a typical airbag analysis. Any streamline flow effects are completely missing from the calculation. — These effects have to be measured or estimated and included in the model using available methods (C23, LCPC23 etc.) * As particles vent, a pressure gradient will establish near the hole drawing more particles towards it CREM WRU Vent Coefficients $ NP UNIT —-VISFLG TATH PATM NVENT TEND TSW 0 0 0 0.0 0.0 1 0.0 0.0 $ SID3i_ STYPE3i 23i— LCTC23i— LCPC23) ENH_Vi PPOPi 2 0 1.0 800 900 0 0.0 a t as C23 rg LETC23 é LOPc23 BLOCK a ee er coeficient Soeflnt veristrore opener oi tact (Unblocked wo aca Sete Soe corn att) od [et on fopen TIME, PaIM. AVE. ABSOLUTE PRESSURE + Each cycle DYNA calculates the probability that particles near the vent will pass through ~ Ilventing is probable, particles are flagged and removed ftom the calculation (and pass though vent) + Three vent coefficients (and blocking) can be used to reduce the number of particles allowed to exit: = 623i Vent hole discharge coefficient = LOTO2S'~ Load curve of coefficient vs. time. From R7.1.1 can be DEFINE CURVE FUNCTION. ~ LOPC23i~ Load curve of coeff. vs. average absolute internal airbag (or chamber) pressure + The combined coefficient (C23+LCTC23+LCPC23+blocking} tells DYNA the total required reduction in mass flow out ~ DYNA then simply stops a number of particles exiting the hole = Alldetaults are +0: due to the physical nature ofthe venting the maximum combined coefficient cannot exceed 1.0 + Note that “Unblocked area’ in abstat = current (stretched) area x combined vent hole coefficient eave WRN)Enhanced Venting $ NP UNIT VISFLG TATM PATM = NVENT. TEND TSH 0 0 0 0.0 0.0 1 0.0 0.0 $ SIDI STYPESi c23i LOTC23i LOPC28i + ENHVi_ POP? 31 0 0 0 0 1 0.0 “Rol: Lars Otovason Corso meted for * thas been shown that using typical settings for airbag applications, 90? Siar ity nang in sa vented mass flow out can be in the worst cases, under predicted by foie, IMPETUS cle, (S.OYNA over 40%" + To counter this issue an "enhanced venting’ function can be activated by setting ENH_V=1 This aims to increase flow through inner and outer vents by ~30% 1. DYNA calculates a characteristic length for the vent: ! = Aven, ~ For perfectly round vent holes, = 0.886 + diameter © 2. Aspherical volume of radius 21 is generated about the vent. 3. Particles entering this volume on the high pressure side are moved closer to the geometric center of the vent to increase their probability of passing through the hole — The greater particle density helps resolve the flow field around any obstructions near the vent = 10% of particles are not moved for stability Particles in ~The effect reduces with distance from the vent center zone moved closer to vent ESTE aay WR OD bd SID3i —STYPESi C23iLeTC23i LCPC23i ENKI PROP 3a 0 0 0 0 1 0.0 + To maintain stability, the vent part must meet certain conditions for the function to be active: — The vent must be in a flat enough state where the normals of each segment in the vent part are aligned with each other ~The alignment condition is weighted according to the segment area * Ensure that the inflated vent shape is flat! + If the vent becomes creased or folded during the simulation, enhanced venting will be suddenly de-activated, reducing the amount of mass flow out. — Check the flatness vent throughout the deployment - don’t use ENH_V=1 if creases occur, a = - This vent Consider @ vont is defined by 3 segments vent may not ‘The area of each segment is A1, A2, and A3. work N14, N2, and N3_are segment normal. ‘The vent is ‘lat if the following condition is satisfied: [AI*N1+A2*N2+A3*N3] ot | ALFA2+A3 2 ee rc enT Roya) ee ia Slide 154 * (ARUP.hanced Ventin: $ — SID3i_STYPESi C23; LCTC23i LCPC23iENHVi POP 31 0 0 0 0 1 0.0 + Example of flatness condition is shown opposite: + Mass flow rate through the green vent is less than the Ted vent despite having similar effective area. + Why? + The green vent has creases £3 across it, causing DYNA to = ps is turn off enhanced venting. + From 40ms excessive creasing causes contact blockage, reducing flow even more. + > Pay attention to the geometry of your vents and understand the mechanism behind the venting behaviour. Time shown'n above ple eee won ie nue Nehari an RSe P(N) Era een sae eh) Enhanced Venti $ — SID3i STYPESi casi LCTC23i«LoPC23i = ENHVi POP 31 0 0 0 0 1 0.0 + Internal vents must be defined if multiple chambers are used. + ENH_V should be used with caution: be aware Seo conticing! of the full effect on the surrounding area: overlapping infivence — Do not use it unless the vent is fairly “small” and zones: not a good idea | you suspect mass flow is under-predicted — Zones should not overlap each other or other areas of the airbag behind other folds — particles fe that area will also be pulled towards the le + ENH_ Vis not suitable for relatively large holes. - Particles inside the influence zone will not have the correct Maxwell-Boltzmann velocity distribution. - CPM sensors will not give a “correct” result in the zone + IfIRDP=1 particles are automatically enlarged in the zone when ENHV=1Enhanced Ven’ $ — SID3i_STYPE3i C23i LCTC23i LCPC23i—ENH_Vi PPOP a 0 0 0 0 1 0.0 + _ENH_V does not work well for vents at either end of a tubular section. — Too much influence on particles in middle chamber — Pressure will not be accurate * Position the vents to gain the most effect — facing out onto larger volumes works best > + ENH_V=1 will limit the flow between chambers from high-to low-pressure only. Use ENH_V=2(R8~) for two-way flow (see mult-chamber section for more letails). , Poston internal vent carefuly to achieve ‘Non-physical condition in middle chamber — ‘requied size/pastion of inuence zone results probably not correct (try ENH_V=2) Summary of Enhanced Ven’ ing for External Vents 1 Vent Setting No Chamber | Chambers 0 P_bag > P_atm (1,3) P_chm > P_atm (1,3) 1 P_bag > P_atm (1,2,3) | P_chm > P_atm (1,2,3) 2(R8~) | Treated as an open hole | Treated as an open hole 1. Mass Flow rate from Wang and Nefske equation: minQcrit.@) 2. ENH_V=1, Particles within 2*/are moved toward vent's geometric center to get better probability function Vent's characteristic length: = Vaja, BST aa) y NNOummary of Enhanced Venting for Internal Vents Enhanced No Chamber Chambers Vent Setting | Chm Pressure | Part pressure . — Patticles move both ways —O> Particles move one way + Particles are only moved closer to the vent on the high pressure side. + When IRPD=1 particles are scaled up only on the high pressure side + Inthe case of no chamber definition, the high pressure side is determined by a special method. Reiser RG Rev Soe PPOP (Pressure Release Vent) $ — SID3i_STYPESi 23i LCTC23iLCPC23i ENH.Vi_ POP 3 0 0 0 0 1 04 + PPOP = pressure difference for pop-vent (units: pressure) + A pop-vent is a vent hole that is designed to only open when the airbag teaches a certain pressure — Typical designs use a seam tear line that holds the vent shut — The seam thread breaks at a specific low load, allowing the vent to open Pay + If PPOP is defined, DYNA will block the vent until the difference in pressure upstream and downstream of the vent hole reaches that value. — For external vents, downstream implies PATM — Once the vents are open, they will stay open * DYNA measures local infernal pressure using a method similar to CPM ‘SENSOR (see later slides for details): — A spherical type sensor is automatically generated! with base reference point at the geometrical center (average node coord) of the vent part. (Each vent ‘rust be madi from one unique ert many vents cannot share the came ~The sensor location is updated every cycle to move with the base node. = The sensor radius is adjusted every cycle to equal SQRT(vent area). The sensor is offset from the vent center by a value of 2 x sensor radius = Ifthe vent is folded in any way, the pressure measurement for PPOP is not recorded = Pressure calculated by the sensor is usually very noisy so the resultis filtered {averaged over 10 cycles) before the PPOP dectsion 6 made ein eee TO Slide 160 * (ARUPSIDSi_— STYPESI (23; LCTC23i 31 c23__LeTca3__LcPC23. = ENH.V POP, = C2aup, «SPT (3001 0.0 0 0 il 00 | 00 0 $ wr ist 1082 10PTt PIDT Pip VANG —LCRED 0 0 0 0 0 0 -2.0 0 $ NIDL wipe Nips 128 456 789 + This is an alternative way to input vent settings and includes more options. + ID of each “DEFINE CPM VENT input as negative integer in C23: — SID3i and STYPE3i must still defined on the AIRBAG PARTICLE card * 23, LCTC23, LCPC23, ENH_V, PPOP are all the same as if defined directly on the “AIRBAG PARTICLE card — Note the TITLE option is not currently supported in LS-DYNA. * See later slides for extra settings Bolte aoa Directional Venting Summary * The direction of particles passing through vents can be influenced using VANG or lOPT, ~ Both should be used with great care! + VANG is new and covered in this section. + OPT is covered in the “Advanced Settings” section later in the course. VANG - loPpT Downstream (until next collision) Upstream within radius 4,/Ayenc Inner vents only Inner and outer vents Vent flat condition applies Vent flat condition applies GT.0: cone angle (deg) (RO=) EQ 1: particles directed in shell normal direction EQ. 0: disabled EQ 2: particles directed against shell normal (if normals point upstream) EQ +10: passage only in shell normal direction EQ. -1: redirected using vent normal (R9~) | EQ +20: passage only against shell normal direction EQ.+100: enable extended area (R8~) EQ.+200: enable push-out vent (R9~) EQ. -2: redirected using local coord (R10~) anes eee STALL*DEFINE_CPM_VENT — Downstream Vent Angle DEF INE_CPM_VENT $ 1D c23LeT23. = LoPC23. NH. PPOP = C23UP 10PT 3001 0.0 0 0 1 0.0 0.0 0 $ wT Ist 'ps210PT1 PIDt Pipe VANG =——-LCRED 0 0 0 0 0 0 -2.0 999 $ NIDI NiD2 NID3. 123 456 789 + VANG - downstream particle direction (from R9~) + Particles passing through this vent will be redirected based on this input. = This option is only valid for internal vents. = GT.0: cone angle (maximum 270°) = EQ0: disabled (Default) = EQ--1.0: direction follows the vent normal = EQ.-2.0: direction follows the local coordinate system defined by NID1, NID2, NIDS (from R10~) + LCRED - Time dependent probability curve to control CPM particle through the internal vent with VANG option. + NID1-NID3 - Three nodes define a moving coordinate system for the direction of flow through the vent when VANG equals -2. EFINE_CPM_VENT It $ ut ist ise 10PTt Pipi pipe VANG=——LCRED 0 0 0 0 0 0 30.0 0 + VANG — downstream particle direction (from RO~) | siceino Semone seine + Particles passing through this vent will be redirected | ir™otraus'ssmonst ed ope based on this input. enegrntacirarston ecto — GT.0: cone angle (maximum 270°) Treserinoa rena caeaaeton — £Q.0: disabled (Default) - EQ.-1.0: direction follows the vent normal - EQ.-2.0: direction follows the local coordinate system defined by NID1, NID2, NID3 (from R10~) A= saniancax Ay Ay +22) enitiy2) = (axAyAayA Vent geoetre conor Slide 164 ~ (ARUP eet)EFINE_CPM_VENT — Downstream Vent Angle PID2 VANG LORED JT 1st IDs210PTt PIDt 0 0 0 $ NIDI NiD2 NID3 123 456 789 + VANG - downstream particle direction (from R9~) oy, ometie = GT-0: cone angle (maximurn 270°) f ig ‘fined oy ~ £00: disable (Defaut) i = £0.10: direction folows the vent normal = we = £Q.20: dracon flows the local coordinate system defined by IDI, NID2, NID3 (hom R10) VANG =-2 + LORED - Time dependent probability curve to control CPM particle through the internal vent with VANG option (from R10~) = Acuve wire ¥ ranges rom 0.0 to 1.0 and X = time = Talis DYNA what % of particles shouldbe afectod by the reiroction LOBED exami function 10 + NID1-NID3 — When VANG equals -2, the normal of a plane defined by these three nodes gives a moving coordinate system for the rection of flow through the vent. ~ INDENIDS rotates, he downstream vent angle wi also rate, + the angle between vent normal and prescribed direction is too °°! <=—=> wide (> 70%), particles will ext in vent normal direction resrecton # etho Time lownstream Vent Angle D3PLOT: M3: CPM VANG=-2 FIXED Airbag Particle in LS-DYNA Slide 166 * (ARUP*DEFINE_CPM_VENT oa ct TAA Ia @AUaTe Lc} D3PLOT: M1; ALE D3PLOT: M3: CPM VAN FIXED. 0.006999 Te MILA) RNG} *DEFINE_CPM_VENT wnstream Vent Angle D3PLOT: M1; ALE D3PLOT: M2: CPM VANG=-2 Oo Oo ba 000000000 Slide 168 * (ARUP Coney

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