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H2020-MSCA-ITN-2016
No 721256
ICONIC Consortium Follow ICONIC ITN on
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Introduction In order to meet the EU’s climate, energy, and transport policies, the transportation industry is increasingly using more lightweight composite materials. These materials need to match the crash performance of metals with a lower weight and cost.
Modelling crash damage of composites is a complex and major technical bottleneck in their widespread use in the automobile industry.
PP with GF Percentage Difference: Peak Force – 2%, Energy Absorbed – 10%, Stroke – 15%
Figure 4: PP with GF Post-Impact Simulation
Ravin Garg
+39 011 0038039
References 1. S. a. H. H. Ramakrishna, "Energy
Absorption Characteristics of Crash," Key Engineering Materials, pp. 141-143, 585-622, 1998.
2. Alfa Romeo at the 2015 New York Auto Show. (2015, April 11). Retrieved September 25, 2018, from http://www.fiat500usa.com/2015/04/alfa-romeo-at-2015-new-york-auto-show.html
3. DaimlerChrysler AG (2005). Ausbildung: Technische Hilfeleistung Patientengerechte Eettung aus Mercedes SLR McLaren (Typ 199). Rettungsleitfaeden.
Acknowledgements The authors would like to recognize the support provided by the Altair office in Turin for the HyperWorks Suite and the guidance from colleagues in Centro Ricerche Fiat, Politecnico di Torino, and the ICONIC consortium.. The project has received funding from the European Union’s Horizon 2020 research and innovation program under the Marie Skłodowska-Curie grant agreement No 721256.
Figure 2 (top): Alfa Romeo 4C chassis (foreground) with CFRP monocoque and aluminium crash-box2
Figure 3 (left): Mercedes SLR McLaren polymer composite energy absorber3
Figure 5: PP with GF Post-Impact Experimental Test Figure 1: Specific Energy Absorption properties of various materials1
Figure 6: PP with GF simulation and experimental comparison
Figure 7 (Top-Left): PP with GF sensitivity to a change in the energy failure criterion
Figure 8 (Top-Right): PP with GF sensitivity to a change in the interface parameters
Figure 9 (Left): PA with GF sensitivity to a change in the friction coefficient
Methodology
Stage 1
Assessment of the fidelity of RADIOSS and evaluation of the current modelling methodology in capturing the crush response of composite materials and reflecting damage mechanics.
At present, shell elements (PROP/TYPE11) and Improved Tsai-Wu material (MAT/LAW25) are used for crash modelling.
Stage 2
Development of improved modelling methodology by extending the material laws to model crash behavior: Use of solid, stacked shell(PROP/TYPE22), or mixed approach and damage criterion (Hashin and Ladeveze.)
Design and test a composite crash-box for the Alfa Romeo 4C.
Validation and verification using experimental results and other FEA solvers (LS-DYNA & Abaqus.)
Conclusions and Outlook Owing to its higher SEA capabilities, CFRP could be used as a possible replacement to aluminum for crash boxes.
Further investigations will be carried out where the direction of the impact is parallel to longitudinal direction of the crash-box as in the case of a crash
Use of stacked shell, solid elements, or mixed elements and various damage criterions to better model energy dissipation and obtain improved correlation to experimental results
Results Compliance check of the newer versions to the current methodology conducted by CFRP tensile tests
Flat Plate Ball Drop Testing with Polypropylene (PP) and Polyamide (PA) matrix reinforced with Glass Fibres (GF) according to ASTM D7136M standard with a 20J impact using current methodology
PA with GF Percentage Difference: Peak Force – 0.5%, Energy Absorbed – 30%, Stroke – 0.5%
High sensitivity to changes in energy failure criterion, interface parameters, and friction coefficient
Design of crashworthy automotive composite structures
R. Garg1,2, E. Carrera2, G. Belingardi2, D. Paolino2, M. Petrolo2, L. Cascone1, R. Lupicini1, I. Babaei1,2
1Centro Ricerche Fiat, Italy; 2Politecnico di Torino, Italy
