Develope Bumper Standarsd

8/31/2015
Developmentprocessofnewbumperbeamforpassengercar:Areview
Journals
Books
Shopping cart
Sign in
Help
Materials&Design
Volume40,September2012,Pages304313
Developmentprocessofnewbumperbeamforpassengercar:
Areview
M.M.Davoodia,b, , ,S.M.Sapuanb,A.Aidyc,N.A.AbuOsmana,A.A.Oshkoura,
W.A.B.WanAbasa
Showmore
doi:10.1016/j.matdes.2012.03.060
Getrightsandcontent
Abstract
Bumperbeamabsorbstheaccidentalkineticenergybydeflectioninlowspeedimpact
andbydeformationinhighspeedimpact.Thesafetyregulationslow,andhighspeed,
andpedestrianimpactsalongwithnewenvironmentalrestrictionsendoflifevehicles
increasedthecomplexitylevelofbumpersystemdesign.Thenewbumperdesignmust
beflexibleenoughtoreducethepassengerandoccupantinjuryandstayintactinlow
speedimpactbesidesbeingstiffenoughtodissipatethekineticenergyinhighspeed
impact.Thereinforcementbeamplaysavitalroleinsafetyanditmustbevalidated
throughfiniteelementanalysis(FEA)andexperimentaltestsbeforemassproduction.
Thecarefuldesignandanalysisofbumperbeameffectiveparameterscanoptimizethe
strength,reducetheweight,andincreasethepossibilityofutilizingbiodegradableand
recyclablematerialstoreducetheenvironmentalpollution.Developingthecorrect
designandanalysisprocedurespreventsdesignremodification.Ontheotherhand,
analysisofthemosteffectiveparametersconducivetohighbumperbeamstrength
increasestheefficiencyofproductdevelopment.Crosssection,longitudinalcurvature,
fixingmethod,ribthickness,andstrengtharesomeofthesignificantdesignparameters
inbumperbeamproduction.Thisstudycriticallyreviewstherelatedliteratureonbumper
designtocomeupwiththeoptimalbumperbeamdesignprocess.Itparticularlyfocuses
ontheeffectiveparametersinthedesignofbumperbeamandtheirmostsuitablevalues
orrangesofvalues.Theresultscanhelpdesignersandresearchersinperforming
functionalanalysisofthebumperbeamdeterminantvariables.
Highlights
Theprocessofnewbumperbeamdevelopmentforpassengercarisdiscussed.A
newbumpersystemhasbeenaddedtothepreviousdevelopedbumpersystems.The
flowchartofdesignandanalysisofbumperbeamisshown.Differentanalysisfor
developingnewbumperbeambeforeproductionisdiscussed.Theprocessof
materialselectioninbumperbeamisdiscussed.
Keywords
DevelopingprocessBumperbeamDesignparameters
1.Introduction
Designisthepreliminarystageofproductdevelopmentandanalysis.Theembodiment
http://www.sciencedirect.com/science/article/pii/S0261306912002348
1/35
8/31/2015
stageofthedesignprocessfairlypredictsthefailure(s),ifany,beforemassproduction.
Passengervehiclesmakeupover90%ofthefleetofregisteredvehicles.In2009itwas
estimatedthat9,640,000vehicleswereinvolvedinpolicereportedcrashes,95%
(9,161,000)ofwhichwerepassengervehicles.Furthermore,there,45,435vehiclesof
thesewereinvolvedinfatalcrashesandeightypercentofwhich(36,252)were
passengervehicles.Morethan23,000passengervehicletravelerslosttheirlivesin
trafficcrashesin2009andanestimated1.97millionpersonswereinjured[1].Therefore,
vehiclesafetyrequirementsforcedbyGovernmentsandinsurancecompaniesincrease
frequently[2].Inmostoftheaccidents,thebumpersystemisthefirstvehiclepartthat
receivesthecollisionandwhichmaytosomeextentprotectthecarbodyand
passengers.Thissystemcomprisesthreemainparts:fascia,energyabsorber,and
bumperbeam[3].Thefasciaisanonstructuralaestheticscomponentthatreducesthe
aerodynamicdragforcewhiletheenergyabsorberdissipatespartofthekineticenergy
duringcollision.Thebumperbeamisastructuralcomponentwhichabsorbsthelow
impactenergybybendingresistanceanddissipatesthehighimpactenergybycollision
[4].
Therearesomeinvestigationsofnewmaterialdevelopment,propertyimprovement,and
FEAofbumperbeamstructuresbyresearchersandcarmanufacturers.Theseparties
aremainlyinterestedinsubstitutingtheconventionalmaterialwithlighterandstronger
material[5].RenaultusedSMCinapassengercarbumperin1972insteadofsteel[6]
andGeneralMotors(GMs),usedthesheetmoldingcompound(SMC)beaminPontiac
BonnevilleCadillacSevilleandCadillacEldoradoinsteadofsteelwhichwasusedin
previousmodels[7].Cheonetal.[8]foundthatthepolymercompositebumperbeam
offers30%lessweightthansteelwithoutscarifyingthebumperbeamsbendingstrength.
Wakemanetal.[9]foundthatholdingtimepressureisthemosteffectiveparameter
amongfiveprocessingparametersinmicrostructureandmacrostructurepropertiesof
glassmatthermoplastic(GMT)inabumperbeam.Petersonetal.[10]fromAzdel
companydevelopedtheGMTwithahighsurfacefinishforaestheticcomponents.
RaghavendranandHaque[11]alsodevelopedalightweightGMTcompositecontaining
longchoppedfiberstrandstobeusedinheadlinerandotherautomotiveinterior
applications.Suddinetal.[12]usedtheweightanalysismethodtoselectfasciafora
desiredvehicle.Heusedtheknowledgebasedsystem(KBS)approachtoselectthe
materialforbumperbeamdevelopment[13].Sapuanetal.[3]studiedtheconceptual
designandmaterialselectionfordevelopmentofapolymericbasedcomposite
automotivebumpersystem.Hosseinzadehetal.[14]studiedtheshape,material,and
impactconditionsofthebumperbeamandcomparedtheresultswithconventional
metalslikesteelandaluminium.HefoundthatGMTcanreplaceSMCasarecyclable
material.Kokkulaetal.[15]experimentallystudiedbumperbeamperformanceat40%
offsetimpactcrashworthinessandconcludedthatmaterialswithmoderatestrain
hardeningpropertiesarepreferableoverthehigherstrainhardeningmaterialsforhis
studiedsystem.Hambalietal.[16]studiedemployedtheanalyticalhierarchyprocess
(AHP)inconceptselectionofbumperbeamduringtheconceptualdesignstageof
productdevelopment.Marzbanradetal.[17]studiedbumperbeamcrashworthiness
improvementbyanalyzingbumperbeammaterial,thickness,andshapeaswellas
impactconditionparameters.HefoundthatamodifiedSMCbumperbeamispreferable
totheribbedGMTbumperbeamastheformerhasthepotentialtominimizethebumper
beamdeflection,impactforce,andstressdistributionandtomaximizetheelasticstrain
energywhileexhibitingalmostthesameenergyabsorptionoftheunribbedSMCbumper
beam.Parketal.[18]developedanoptimizedbumperbeamcrosssectionthatsatisfies
boththesafetyrequirementsforafrontrigidwallimpactandlowerleginjuriesina
pedestrianimpacttest.Mostoftheabovementionedresearchemphasizesonmaterial
andconceptselectionfor,andnumericalanalysisof,bumperbeam.However,noarticles
regardingprocedure(s)fornewbumperbeamdevelopmentcouldbefoundintheopen
literature.Thisstudythereforefocusesontheprocessofbumperbeamdevelopmentand
summarizesthemethodofdesignandanalysisofthenewbumperbeaminnewvehicle
developmentbasedonthepreviousresearchandtheauthorspersonalexperiences.In
consequence,thisarticlehelpsthedesignertofollowtherightprocedureforbumper
2/35
8/31/2015
beamdevelopment.Itemphasizesontheparametersthathavetobeconsideredinthe
designofbumperbeamsandillustratestheprocedureforFEanalysisthebumper
system.
2.Bumpersystem
2.1.Bumpersystemdefinition
Abumpersystemisasetofcomponentsinthefrontandrearpartsofthevehicle
designedfordampingthekineticenergywithoutanydamagetothevehicleinlowspeed
impactandforenergydissipationinhighspeedimpactconditionsbesidesserving
aestheticandaerodynamicpurposes[19]and[20].Abumpersystemmainlycomprises
threecomponents:fascia,energyabsorber,andbeam[3].Thebumpersystemhas
changedoverthelastthreedecadesduetonewgovernmentsafetyregulationsand
stylingconcepts.Theabilitytomaintainthevehicleintactathighspeedimpact
conditionsandtodampthekineticenergyarethemostimportantfactorsinbumper
systemselectionbesidesitsweight,manufacturability,cost,reparability,andformability
ofmaterials[21](Fig.1).
Fig.1.
Commonbumpersystems.
Figureoptions
TheAmericanIronandSteelInstitute[22]offeredfourproposalsforbumpersystems:(1)
metalfacebar,(2)plasticfasciaandreinforcingbeam,(3)plasticfasciareinforcingbeam
andmechanicalenergyabsorbers,and(4)plasticfasciareinforcingbeamandfoam,or
honeycomb,energyabsorbers.Accordingtothenewregulation,thepedestrianleg
impacttestwasduetobeenactedandimplementedstartingfrom2010.Someresearch
hasbeencarriedouttooffermethodsforcomplyingwiththepedestrianimpacttest.The
energyabsorptiondensityinthelowimpacttestapproximatelydoubledincomparison
withthepedestrianimpact[23].Choietal.[24]cameupwiththeconceptoflocatingthe
energyabsorberbetweenthebumperfasciaandthereinforcementbeamtoabsorbthe
impactenergywhenthesecondenergyabsorberissubjectedtoanimpactgreaterthan
itscriticalelasticforce.Therefore,thisconcept(tobereferredtohereafterasconcept
number5orconceptNo.5)canbeaddedtothefourbumpersystemcomponentswhich
theAmericanIronandSteelInstitute(AISI)offeredin2003(Fig.2)whichisaschematic
viewofaconceptNo.5systemmodifiedfromAISIforcarbumpersystem.Inthismethod,
twotypesofenergyabsorbersareconsidered:firstly,alowstiffenerabsorber,whichis
calledthereversibleabsorber,isdesignedforprotectionagainstlowandpedestrian
impactandsecondly,theirreversibleenergyabsorber,whichcomprisesthebeamand
thecrushableenergyabsorberandisusuallylocatedatthebackofthebeamand
attachedtothemainfacebar.
3/35
8/31/2015
Fig.2.
Pedestrian,lowimpactandcrashimpactsystem.
Figureoptions
2.2.Bumperbeamdefinitionandfunction
Thebumperbeamisthebackboneoftheenergyabsorptionmechanismofthebumper
system[8].Itisusuallylocatedinthefront,andsometimesintherear,sidesofthe
vehicles.However,thetestingprocessforbothsidesisalmostthesametheforward
systemshouldbestrongerthanthebackwardonefordriversafety.Ontheotherhand,
thecurrenttrendsinbumperdesignfocusonaerodynamicefficiencywherethedesigned
curveshouldbeembracedwiththesamestyleinotherpartsofthebumpersystem[22].
So,theconformablecompositematerialsolvesthisdilemmabyprovidingtherequired
curvatureandloweringthemanufacturingcost,e.g.,bymultistagestampingofthe
metallicbumperbeam,anddecreasesthebeamweight[25].
Dissipationofenergybythebumperbeamcanbedeterminedbothbymaterialand
structuralenergyabsorption[26].Theeffectiveparametersinenergyabsorptionof
compositematerialsdependontypeoffibre[27],matrix[28],fibreorientation[29],
fabricatingconditions[30],interlaminarbondquality[31],andtoughness[32].The
effectiveparametersofstructuralenergyabsorptionarelongitudinalcurvature,cross
sectionprofile[33],strengtheningribs[34],thickness[35],andtheoveralldimensionsof
thecrosssection[36].Theenergyabsorptionofmaterialandstructurewasinvestigated
by[37]and[38].Thecrashworthinessofthevehicleandbumpersystem,whichidentifies
thesafetyandperformanceofthevehicleinresponsetoimpactload,isachallenging
issue.Theenhancedperformanceofcrashworthinesspresentslowdamagetothe
vehicleandtooccupants[39].Theimpactenergyinthebumpersystemcanbe
dissipatedreversibly(lowimpact)orirreversibly(crashworthiness)[40].Ifthemagnitude
oftheloaddoesnotexceedtheelasticregionlowimpactcondition,thenthestructure
returnstoitspreviouspositionafterreleasingtheload[4].However,iftheimpactload
goesbeyondtheelasticregioncrashworthiness,thenmostofthecollisionloadis
absorbedbyplasticdeformation(irreversibleenergyabsorption).Thebumpersystem
shouldovercomebothscenariosandsustaintheintenseloadwhichresultsinlarge
deformation,strainhardening,andvariousinteractionsbetweendifferentdeformation
modessuchasbendingandstretching[41](Fig.3).
Fig.3.
GMTbumperbeamofSamand[42].
Figureoptions
Theproportionofenergyreversiblyabsorbedbythebumperbeamshouldbeconfined
andthehighkineticenergyshouldbepreferablydissipatedbyplasticdeformation.
Otherwise,thecollisionenergymaximizesthestructuralstrainenergyandreleasethe
samekineticenergyinreturn,whichcausessubsequentdamagetotheoccupantsor
adjacentvehicles.Accordingly,thestructuralstrainenergyofthebumperbeamshould
beoptimizedduringthedesignprocess.Besides,ductilityofmaterialimprovesthe
plasticenergyabsorption.Withinthiscontext,plasticcomposites,polymerfoams,and
aluminiumalloysarecommonlyusedinthebumpersystemswhenplasticenergy
dampingandweightarecriticaldesignandperformancecriteria[41]and[43].
4/35
8/31/2015
2.3.Bumperbeamdesignparameters
Thestreamofnewmaterials,products,andprocessdevelopmenthasenforceda
rethinkingoftheroleofstructuraldesignandoftheeffectiveparametersfortheir
improvement.Thebumperbeamcanbeimprovedbyadjustinganumberofeffective
parameters.Theefficiencyoftheparameterscanbeidentifiedbyanyofanumberof
methodssuchasdesignofexperiments(DOE)[44],reliabilitybaseddesignoptimization
(RBDO)[45],anddesignsensitivityanalysis.However,thecurrentstudyisnotintended
toidentifytheviabilityoftheparameters.Variablessuchasthickness,bumperbeam
curvature,ribstrength,andcrosssectionprofilearesomeofthemostimportant
parameterswhichcanimprovetheenergyabsorptionofthebumperbeamandsustain
thedesireddeflectionofthebumpersystemasdefinedintheproductdesign
specifications(PDSs).Theoptimalthicknessofabumperbeamcanconstructabalance
betweentheweightandstrengthofthestructureinordertoprovidefurthereffective
energyabsorption[46].Thenominalthicknessofthebumperbeamis4mm.However,it
isnotcompletelyconstantinallbeamparts.Surplusthicknessofthepolymerproducts
hassomemanufacturingconstraints.Asanillustration,itincreasesthecoolingtimeand
makeswarpsintheflatsurfacesandsinkmarksonthesurfaceoftheribsinterface,
whichisnotsuitableinvisibleproducts.
Strengthenedribsincreasesdistortionresistance,rigidity,andstructuralstiffness
throughusinglittlematerialintheslenderwalls[47]andprovidingtherequiredimpact
severity[48].Pattern,thickness,tip,andendfilletoftheribsshouldbedesigned
accordingtoloaddirection,impactposition,material,andthemanufacturingprocess
available.Sincethematerialthicknessishighattheribscontactarea,itcausessink
marks,butthisisnotmuchimportantaconsideration,asanonaestheticpart,forthe
bumperbeam.Ithasbeenreportedthatthestrengthenedribsincreasetheimpact
energyby7%anddecreaseelongationby19%[14],[17]and[49].Zhangetal.[20]
showedthattheoptimizedreinforcedribshavehigherenergyabsorptionperformance
thantheemptyandfoamfilledbeams.
Optimizingthecrosssectionofabumperbeammagnifiesitsstrength,dimensional
stability,anddampingcapability.Ithassignificanteffectsontheenergydampingrate
andbendingresistancecomparedwithotherparameters[27]and[37].Therightcross
sectioncanincreasebumperbeamstrengthanddimensionalstability.KimandWon[50]
foundthatthesectionheightisthemosteffectivevariableintorsionalstiffnessofthe
bumperbeam.Additionalstrengthpermitsmoreenergyabsorptionwithlessconsequent
bumperbeamdistortion[51].
Frontalcurvatureincreasestheroombetweenfixingpointsandtopextremitybeam
curvatureandincreasesthestabilityofthebeamandtheenergyabsorption.Itenhances
thebeamstabilityandextendstherequiredcollisiondisplacement.Besidestheaesthetic
purposes,thecurvefacilitatesadditionalloadimpactdistributionthroughthefrontal
beamandfixingpointsduringtheenergydampingprocess.Whenanimpactloadis
appliedtothebumper,thebeaminitialcurvaturetendstorestoreitsoriginalshape.So,
somedesignersmountedabarlinkbetweenthebeamfixingpointsinordertostrengthen
theoutwardmotionandtheenergyabsorptiontendency[51]and[52].Thebumperbeam
isanoffsetofthefrontbumperfasciathatisintendedtoprovideaconsistentlevelof
protectionacrossthevehicle[53].
3.Materialselectionsteps
Selectingasuitablematerialinbumperbeamdevelopmentiscrucialandbadselection
maycausepoorperformance,frequentmaintenanceorfailure.Propermaterialselection
forbumperbeamrequiresinformationabouttypeofloading(axial,bending,torsionor
theircombination),modeofloading(static,dynamic,fatigue,impact),operating
environment(temperature,humidity,chemicalconditions),manufacturingprocess,cost
(rawmaterial,manufacturing,assembly)[54].
Environmentalconstraints,economicaldemands,andperformanceenhancementare
mainissuesformaterialselection[55].Materialusuallyshouldbefinalizedinpreliminary
5/35
8/31/2015
designstage,whilethematerialpropertiesrequirementsarecoupledwithmainstructural
function[56].Theproductfunctionrequirementsusuallyidentifythroughproductdesign
specification(PDS)priortodevelopmentprocesstoguidethedesignerforprecise
selectionofdesignparametersandmaterialselection.Thenbasedonthetranslatedof
productdesignspecification,constraints,objectives,geometryandprocess,whichhave
interactiontogetherthelistofmaterialshouldbenarrowdowntothebestcandidateto
complywiththedefinedproperties[57].
Physical,chemical,andmechanicalpropertiesalongwithmanufacturingandeconomic
issuesshouldbeconsideredinselectionofafavoritematerialforabumperbeam[58].
Propermaterialselectioncanbeachievedbyconstructingabalanceorcompromise
betweenfunction,material,shape,andprocess[57].Thegeneralproperties,processing,
andperformanceofmaterialsareconsideredintheconceptualdesignphaseandare
refinedintospecificrequirementsinthesubsequentstepstoensuretheperformanceof
thefinalproduct.Materialselectionofabumpersystemusuallyconsidersnew
environmentalconstraints,safetyregulations,costreduction,reliabilityimprovement,
andperformanceenhancement.Normally,theresultsofthefailureanalysisofprevious
productsenablethedesignertobemoreawareofmaterialselectionforthenextproduct
(Fig.4).
Fig.4.
Materialselectioninbumperbeamdesignprocess[57],[59]and[60].
Figureoptions
Therearetwoapproachesformaterialselectionofthebumperbeam.Since
manufacturingofthebumperbeamiscostly,thedesignersusuallyattempttofindthe
mostconsistentmaterialfortheavailableprocessthatoffersthedesiredproperties.
Otherwise,thematerialisselectedinitiallyandtheoptimizedfavorablemanufacturing
processisdevelopedtomeetthedesiredperformance.Incorrectmaterialselectionand
manufacturingmethodmayleadtoproductfailure,performancereduction,andcost
increase.
Thematerialselectionprocessrequiresknowledgeaboutstructuralmechanics,material
strength,materialthermalproperties,economics,andmarketdemand.Itentails
knowledgeofthetypesofloading(axial,bending,torsion,oracombinationofallorany
two),modeofloading(static,fatigue,orimpact),environmentalconditions(temperature
andhumidity),manufacturingprocesses(structureorcomponents)andcostof
manufacturingandassembly[54].
Reviewoftheliteraturepointsoutthattherearesomestudieswherediscussionof
6/35
8/31/2015
materialselectionofautomotiveproductshasbeenbeprovided.Forinstance,Sapuan
[61]selectedtheappropriatematerialforpolymericbasedcompositeautomotivepedal
boxsystemusinganexpertsystemwithacomfortablegraphicaluserinterface.He
developedaprototypeKBSformaterialselectionofceramicmatrixcompositesfor
enginecomponentssuchasthepiston,connectingrod,andpistonring[62].Inanother
example,Sudinetal.[13]usedtheKBSformaterialselectioninbumperbeamdesign.
4.Designprocessofbumperbeam
Thedesignprocessisthesolutionstepsfordevelopingnewproductsinaveryspecific
waytopreventreworkandreducetheproductiontimeandcost.Itcompromisesbetween
marketrequirementsandproductionandconvertsthecustomerrequirementsintoa
productwithintheoptimumeconomicconditions.Theengineeringdesigniscombination
ofknowledgeforgeneratingnewideas,evaluatingtheseideas,andselectingthebest
concept.Asuccessfulbumperbeamdesignneedsinterdisciplinaryteamwork,mainly
involvingproductdesignengineer,manufacturingengineer,materialsspecialist,quality
assurancespecialist,andananalyst[63].
Asuccessfulbumperbeamdesignstartswithmarketresearchandcustomer
requirementinvestigationsoastodevelopanideaabouttheavailableproductsandtheir
manufacturingtechnologies.Theserequirementsarethenfinalizedbyconvertingthe
customersrequirementsintotechnicaldemands,i.e.,PDSs.Thedesignprocessusually
startswithconceptualdesigngenerationfollowedbyparameteridentificationinorderfor
conceptevaluationtocomeupwithreliableandfeasibleconcept[64].Inalaterstagethe
designembodimentdesignstage,theseparatedcomponents,configurationof
subassemblies[65],andlayoutofthenewbumperbeammustberefinedandevaluated
againsttherelatedtechnicalandeconomiccriteria.Inthelaststage,detaileddesign,
precisedimensioning,tolerancing,materialspecification,configuration,andweightmust
befinalized[66]and[67].Thismeansthatbythisstagethefinaldrawingofthewhole
partswiththespecifiedmaterialsanddimensionsisobtained.
Sincethebumperbeamsurfaceshouldfollowthestyleofthefascia(innersurface),the
newconceptofthebumperbeamwillbereleasedwhenthefinalversionoffasciasurface
isissued.Atthefinalstageofvehicledevelopment,thelatestclaymodelofthevehicle
(fullscale)isreleasedandtheoutersurfaceisscannedwithadigitizerandaseparation
lineforeveryvisiblecomponentisidentifiedaswell.Then,the3Dmodelofevery
separatedpart,whichisextractedfromtheclaymodelafterreconstruction,istransferred
totheappointedoriginalequipmentmanufacturer(OEM)[68].TheappointedOEM
makestheinnersurface(Bsurface)anddesignsothercomponentssuchasbumper
beam,absorbers,brackets,andbumpergrillsinadditiontospecifyingthemethodof
fixingthemtothebodyinwhite(BIW),mainframe,orelementstogether.Thepositions
andfixingmethod(s)ofthefoglamps,toecap,andrubbingstripstooshouldbe
consideredduringthebumperdesignstage.Besides,designforassembly(DFA),design
formanufacturing(DFM),maintenance,andotherparametershavetobeconsidered
[69].Toreleasethefinalproduct,finiteelementanalysisshouldbeemployedtovirtually
validatethestructuralstrengthofthedevelopedproductunderworkingconditions.
However,itisessentialtomakethesoftmoldforthemainpartstofabricatesome
samplesundersimilarproductionconditionswiththeselectedmaterialsoastoobtainthe
exactshrinkageandconducttheactualstructuraltest(Fig.5).
7/35
8/31/2015
Fig.5.
Bumperbeamdesignprocessflowchart.
Figureoptions
4.1.Productdesignspecifications(PDSs)
Thedesignvalidationofthebumperbeamissubjecttomaterialandstructural
acceptanceandshouldbepresentedinfunctionalapprovalunderworkingconditions.
Thedesigncriteriacompromisebetweenthemarginsofsafetyvalue,damagecriteria,
environmentalissues,manufacturingprocess,andmaintenance[70].Thenew
compositestructureshouldbepreciselyanalyzedbeforegoingthroughthefabrication.It
mustbeassuredthatallcriteriaandcustomerrequirements(thats,PDSs)aresatisfied.
ThefinalizeddesignedstructureshouldbeanalyzedbyFEAsoftwarefollowedby
productionofaprototypeforrealtestandanalysisbeforemassproduction.
ThePDSsarealistoftheproductspecificationscorrespondingtocustomers
requirementsorexpectationscompiledinadetailedtechnicaldocument[71].ThePDSs
mustpresentthemarginorexactvalueofeachpropertyclearly.Itisquitedifficultto
prepareperfectPDSsintheearlystageofproductdevelopmentwhereinknowledgeof
designrequirementsisimpreciseandincomplete[72].ThePDSsarepreparedbya
disorganizedbrainstormingteamwithvariousspecialitiesandexperiences,e.g.,
manufacturing,design,sales,assembly,andmaintenance.Nonetheless,thePDSscan
bemodifiedinresponsetounforeseenchangesinproductormanufacturing
specificationsorconstraints.Inthecaseofthebumperbeam,thePDSsaddresssafety,
performance,weight,size,cost,environmentalissues,andappearance(Fig.6).Inother
respects,thePDSparametersingeneralcanbeclassifiedintothreemainsubdivisions:
material,manufacturing,anddesign.Sinceenergyabsorptionofdifferentbumperbeam
ideasanddesignsisthecorecompetencyofthisstudy,itisemphasizedinthesafety
parametersofthePDSs.Someofthespecificationsofthemechanicalandphysical
propertiespresentedherehasbeendrawnfromexperimentalresultswhileotherswere
managedfromexistingPDSdata.
8/35
8/31/2015
Fig.6.
Productdesignspecificationofbumperbeam[12]and[73].
Figureoptions
Safety:Anumberofdifferentbumpersafetyregulationsforpassengerscarshavebeen
issuedbygovernmentalsafetyorganizations,insurancecompanies,orOEMs[74].
Insurancecompaniesusuallyoffermorerigorousconditionsthanotherengaged
organizationsinordertodecreasetheirownmonetarylosses.Examplesonsafety
regulationsforthepassengerscarsbumpersystemsincludethoseissuedbyTheUnited
NationsEconomicCommissionforEurope(ECE)RegulationNo.42[75]the
InternationalHighwayTrafficSafetyAdministration(NHTSA)[1]andtheCanadian
MotorVehicleSafetyRegulation(CMVSR)[76].Size:Dimensionsofthebumperbeam
dependonthesizeandweightofthevehicleandonthetargetvalueofenergy
absorption.Maintenance:DesignforassemblyandDFMshouldbeconsideredduring
productdesign.Performance:Thedefinedgoaloftheproductshouldbeattainable[77].
Installation:Designformanufacturingandassembly(DFMA)helpsinminimizingthe
bumpercomponentsintheproductorassemblytoallowforeasyassemblingwith
optimizedfixingpoint.Thematerialshouldbeselectedaccordingtothepresetproperties
ordesiredproblemsolution.Materialsofthebumpershouldbelight,costcompetitive,
accessible,producible,recyclable,andratherbiodegradable.
4.2.Conceptualdesignofthebumperbeam
Thepreliminarystageofeveryproductdevelopmentstartswithconceptualdesign,which
isderivedfromthecustomerrequirementsvoiceofthecustomer[65]and[78],inorder
tofindasolutionthatsatisfiesthedesigncriteria[64].Inaccurateengineeringcalculation
inbumperbeamdesignandmaterialselectioncanleadtoanincreaseofupto70%ofthe
totalproductcostforredesigning,selectingmaterial,orchangingthemanufacturing
equipment[79].Inotherwords,thedesignerhastoselectthemostsuitableideafrom
differentpossiblesolutionstomeetthedesiredPDSsineachdesignstage,i.e.total
design,subsystemorcomponentsleveltotaldesign,andsubsystemlevel[77]and[80],
todecreasethereworkexpensestolessthantwicethedesignandmanufacturingcosts
[80],[81]and[82].Therefore,bumperbeamdesignconceptselection(DCS)hasrecently
beenunderfocusofthedesigners.ManytoolshavebeendevelopedforDCStoevaluate
andcompromisedifferenteffectivefactorssuchascustomerrequirements,designer
intentions,andmarketdesiretoeventuallyproposethebestconceptualdesign.
4.2.1.Conceptdesignselection
Developingdifferentconceptsdrivesdecisionmakerstonarrowdowntheselected
conceptstothebestfeasiblesolutionandtocuttheredesigncostandproductiondelayin
9/35
8/31/2015
theearlystageofthedesignprocess.Thepreviousresearchpresenteddifferent
approachestoselectionofthebestconcepts.Thedecisionmatrixbasedmethods(e.g.,
Pughsmethod[77])offeraqualitativecomparisonandqualityfunctiondeployment
(QFD)toperformthebestconceptselection[83].Selectingthemostsuitableconceptby
analysisandmanipulationofexperimentaltestsalongwithcomparisonswiththeproduct
standardshelpthedesignerinselectingtheoptimalsolutionwiththeminimumrisk[84].
ThefuzzyANPbasedapproachisusefulforvaluationofasetofconceptualdesign
alternativestosatisfybothcustomerssatisfactionandtheengineeringspecifications
[85].TheAHPdevelopedamathematicallybasedtechniqueforanalyzingcomplex
situations[86].Multicriteriadecisionmaking(MCDM)isaneffectivemethodforsingle
selectionwhenmixedcriteriaareinvolved.Themultiattributedecisionmaking
technique(MADM)wasdevelopedtosolveconflictingpreferencesamongcriteriafor
singledecisionmakers.TheTOPSISisatechniquewellsuitedtodealingwithmulti
attributeormulticriteriadecisionmaking(MADM/MCDM)problemsinrealworldideal
solutions[87].Itsmethodologyisbasedontheprincipleofselectinganalternativehaving
theshortestdistancefromthepositiveidealsolutionandthefarthestdistancefromthe
negativeidealsolution.Ithelpsinorganizingproblemsandincomparingandranking
alternativestosearchforbetteroptions[88].Thismethodhasbeenusedtoselectthe
bestconceptinthisresearch.
4.2.2.Embodiment
Intheembodimentdesignstage,thebumperbeamisinvestigatedwithreferenceto
technicalandeconomiccriteria.Itmakeshighlyaccuratemodelingofthevaluesofforces
whenanalyzingthefinaldimensionsofcomponents.Theappropriatefunctionandsafety
requirementsmustbeapprovedbeforeevaluatingotherparameterssuchaseaseof
productionlowinvestmenteaseofassembly,transportation,maintenancematerial
recyclabilityandcost.
Thebestshape,size,arrangements,andlayoutsstemfromthecombinedideasand
solutionsfromotherprofessionspointsofview.Thiscaneliminatetheweakspotor
combinetheappropriatesolutionstoproposethebestlayout.Itisoftencrucialthatthe
designerproducesseveralpreliminarymethodsofbumpersystemlayoutwithwhole
componentstoanalyzeandcomparetheiradvantagesordisadvantagesandselectthe
mostproperone.Thebestlayoutistheonethatcanfulfilltherequiredfunctionwiththe
minimumparts,process,andoptimumpossiblestandardpartsinordertodecreasethe
productioncost.Theselectedmaterialshouldhavethedesiredstrength,corrosion
resistance,energyabsorption,servicelife,availability,andrecyclability.
4.2.3.Detaileddesign
Inthedetaileddesignphase,alltheinformationaboutthepartsmustbeplacedonthe
drawing.Alltheindividualcomponentdrawingsofthebumpersystemmusthavethe
requiredmanufacturingdimensions,materialspecifications,tolerance,surface
roughness,partlist,andbillofmaterial(BOM)[89].Useof3DCADsoftwarefacilitates
implementationofthevariousprocessesinvolvedinthedetaileddesignphasesinceby
thisstageallpartshavebeenmodeledwiththerealdimensionsintheirpositionandwith
therequiredfittingtolerance.Hence,a2Ddrawingcanbeextractedeasilyfromthe
assemblymodelandfullydimensioned.Moreover,itallowsforusingthedatafor
manufacturing,productionplanning,andtollmaking.Thedetaileddesignmustbe
criticallycheckedandapprovedbyanexperienceddesignertovalidatethefitand
functionofthefinaldesignandpreventanyerrorinthefabricationphase.However,the
perfectdetaileddesigncannotcoverthepoorconceptualdesign,ifany,andinvestigation
showedthatmostoftheerrorsduringproductionarecausedbyflawedconceptual
design[66]and[90].
Shrinkage(moldshrinkage,postmoldingshrinkage,andenduseshrinkage)[91]ofthe
polymermaterialdependsonavarietyofparameters(thickness,geometry,temperature,
flowingspeed)andcannotbeexactlyestimatedincomplicatedparts.Themolding
operationcouldnotmakeauniformtemperatureinthefabricatedproducts.Asmallscale
10/35
8/31/2015
deviationinshrinkagepercentageinhugepartssuchasbumperresultsinunfitnessin
theadjacentpartsafterproduction.Consequently,itisessentialtomakearealsample
fromthebigpartsbysoftmoldwiththesamematerialandproductionconditionsinorder
tofindtheexactvalueofshrinkage,provideaproofofconcept,andimplementa
mechanicaltestaswell[92].
5.Analyzingthebumperbeam
Twomainanalysesofabumperbeamshouldbecarriedoutin.First,thedesignermust
beconfidentaboutthattheselectedmaterialfulfillsthedefinedPDSproperties(material
properties).Then,itmustbeassuredthatthestructuredevelopedwiththeselected
materialcanachievethemainfunctions,safetyparameters,andthedesired
performance.
5.1.Analysisofmaterial
Basedonthedesiredproductdesignspecifications(PDSs)theplanfortestingthe
materialshouldbewrittentoconfirmthatthetestmethodaddressesloadingsequence,
gaugeplacementandacceptancecriteriaofthematerial[69].Thetestplanisusually
preparedbyamaterialdeveloperandapprovedbyanauthorizedcertifyingagency.
Sincetheperformanceofthematerialiscloselyrelatedtothemanufacturingconditions,
themanufacturingparametersshouldbesettoachievetheanticipatedspecification.
However,thefinalapprovalofthebumperbeamcanbeissuedafterthestructuraltest.
Sometimesamanufacturermodifiestheproductionparametersfordifferentapplications
orvariousconditions.Totally,thetestmayincludemechanicaltestssuchastensileand
compressivestrength,yieldstrength,andtoughness[93]withaconsiderationofthe
environmentalconditions,likehumidity(20%95%)andtemperature(30Cto85C)
[94],towhichthebumperbeammaybeexposed.Besides,advancesinnumerical
methodsforproductanalysisandmaterialprocessinganalysismadeitpossibleto
optimizetheproduct,manufacturingprocess,andstructuralcomponents.
5.2.Structuralanalysis
Thenextstepinbumperbeamanalysisistoensuretheproperstructuralperformanceof
theselectedmaterial.Themostreliablemethodistofabricatethesamplesfromselected
materialsandappointedproductionmethodsandtocarryoutthetestunderreal
conditions,whichiscost,andtimeconsuming.TheFEanalysisdoesnotoffer100%
reliableresults,butitscostisconsiderablylessthanthatoftheexperimentaltest.
Numericalanalysisofthedevelopedbumperbeamisthepreliminarystageofapproving
thebumperbeam.Thefinalgeometrywithdefinedlongitudinalcurvature,thickness,
crosssectionprofile,material,ribstrength,andoveralldimensionsshouldbeperformed
toobtainthefinalgeometryofthebumperbeamFEmodel.Areasonablepredictionof
thebumperbeamperformancedependsontheaccuracyofthesimulatedgeometry,i.e.,
thelongitudinalcurvature,crosssection,thickness,ribs,andmaterialmodel.However,
therealscaledbumperbeamwithdefinedmaterialandgeometryshouldbetestedunder
actualconditionsforfinalverification.Thevalueofnumericalanalysisisstrongly
dependentonavalidatedmodelingtechnologywithaccuratematerialmodelsand
fracturecriteria.
5.2.1.Lowspeedimpacttest
TheprocedureoflowspeedimpacttestinEuropeancountriesisdifferentcomparewith
Americancountries.Threelowspeedimpacttestswiththeircriteriaexplainedasfollows.
ThecriteriaforthelowimpacttestinEuropeancountriesisapendulumtestat4.0km/h
(2.5mph)withnodamagetothebumper,andintheUSAandNorthAmerica,itisthe
sametestat8km/h(5mph),butdamagetothefasciaisnotconsidered[1],[75]and[95].
TheUnitedNationsEconomicCommissionforEurope(ECE)RegulationNo.42:
Requiresthatacarssafetysystemscontinuetooperatenormallyafterthecarhasbeen
impactedbyapendulumormovingbarrieronthefrontorrearlongitudinallyat4km/h
(about2.5mph)andonthefrontandrearcornerat2.5km/h(about1.5mph)at455mm
11/35
8/31/2015
(about18in.)abovethegroundunderloadedandunloadedconditions,whichcallsforno
seriousdamage(lightbulbsmaybechanged)[75].
NationalHighwayTrafficSafetyAdministration(NHTSA)Code49Part58:Longitudinal
pendulumimpacttest4km/hatthecurbpositionofbumperand2.5km/hbumperatthe
corner[96].
CanadianMotorVehicleSafetyRegulation(CMVSR):Canadiansafetyregulationhas
thesamelimitationandsafetydamageasNHTSA(pendulumtest4km/hofbumperface
and2.5km/hbumpercorner),butthespeedisdouble[96].
Afterthetest,anydamagetobumpervisualandfunctionalshouldnotoccur.Thelights,
bonnet,boot,doorsoperateinthenormalmanner,andalltheessentialfeaturesforsafe
operationofthevehiclemuststillbeserviceable.EUregulationallowsgreaterdamagein
thecarinlowimpacttestcomparewithUSregulation.Moreover,USregulationuses
lowerspeed,permitsrunninglamps,foglampsandequipmentonthebumperfacebarto
beremoveiftheyareoptionalandrequiresnovisualdamagetoallnonbumperparts,
whileCanadianuseshigherregulationspeed,anddoesnotallowanythingtobe
removed,anditrequiresnodamagetosafetyandfunctionalitems.
5.2.2.Highspeedimpacttest
Besidesthelowimpacttest,thebumpersystemhastobeabletoabsorbenoughenergy
inhighspeedimpacttomeettheOEMsinternalbumperstandardindesignstage.The
newbumpersystemsarenotdesigntoovercomeentireofthehighspeedimpactenergy.
However,systemsarebeingdevelopedthatcandampabout15%ofenergyunderthe
highspeedimpact.Thedesigncriterionforahighspeedimpactforbumpersystemis
definedasfollows[22]:
Nobumperdamageoryieldingafter8km/h(5mph)frontalimpactintoaflat,rigid
barrier.Thiscriteriondoesnotapplytolowspeedbumpers,wherecontrolled
yieldinganddeformationarebeneficial.
Nointrusionbythebumpersystemrearwardoftheenginecompartmentrailsforall
impactspeedslessthan15km/h(9mph).
Minimizethelateralloadsduringimpactsinordertoreducethepossibilityoflateral
bucklingoftherails.
FullcollapseofthesystemduringDanner(RCAR),NCAP,andIIHShighspeed
crashwithoutinducingbucklingoftherails.
Absorb1%ofthetotalenergyeverymillisecondand15%ofthetotalenergyinthe
NCAPcrash,includingenginehit.
5.2.3.Pedestrianimpacttest
Thepedestrianimpacttestneedslowerstiffnessindissipationofimpactenergyovera
longertimespan.Bumpersystemrequireselasticenergyabsorptionbeforeanyplastic
yieldingofthebumperbeamtakesplace.
Thesecondphaseofpedestrianimpacttestconsistsofthreetestproceduresandeach
usingdifferentsubsystemimpactors.
Alegformimpactorrepresentingtheadultlowerlimbtoindicatelateralkneejoint
sheardisplacementandbendingangle,andtibiaacceleration,causedbycontactof
thebumper.
Anupperlegformimpactorrepresentingtheadultupperlegandpelvistorecord
bendingmomentsandforcescausedbycontactofthebonnetleadingedge.
Childandadultheadformimpactorstorecordheadaccelerationscausedbycontact
withthebonnettop[23]and[97].
Inpedestrianlegimpacttest,alegformimpactorispropelledtowardastationary
vehicleslongitudinalvelocityof40km/hparalleltothevehicleslongitudinalaxis.The
12/35
8/31/2015
testcanbeperformedatanylocationacrossthefaceofthevehiclebetweenthe30
bumpercorners(Fig.7).
Fig.7.
Pedestrianlegforminjurycriteria[23].
Figureoptions
Theaboveregulationisdefinedforbumpersystemnotspecificallyforbumperbeam,but
sincethebumperisthemaincomponentsinenergyabsorption,sotheregulationcanbe
extendedforbumperbeam.Itmightbeusedanothermechanismbetweenbumperbeam
andfasciatofulfillthepedestriancriteria.
6.Futuretrendinautomotivebumper
Theautomotivesafetyandenvironmentallegislationsbecamemorestringentinlastfew
decades.Ontheotherhand,thehighproductiondemandbesidesraisingthecostofthe
petroleumresourcesencouragetheautomakertoexploitthenaturalresourcesintheir
newproductsforstayinginthecompetitiveedge.Otherimpactforfuturebumperisnew
safetyregulation.Therearetotallytwoparalleltrendsforfuturebumpersafetysystem.
Passivesafetywhichemphasizeonhelpingtotheoccupantsduringthecrashesby
improvinghestructureofthevehicles,bumperdampingsystem,seatbeltsandprimarily
airbagsandactivesystemtopreventofcrashbyusingintelligentmechanism.
Developmentofnewmaterialtocomplywithsafetyandenvironmentalregulations,and
developmentofvariousintelligentprecrashsystemstopreventordecreasetheinjury
(pedestrianimpacttest)byfullyautomatedcontrolledofcarsafetymechanism(Fig.8)
[99].Infirstapproaches,basedontheenvironmentalregulation,automakers
investigatedtoutilizethenaturalfiberintheirnewproduct,butpoormechanical
propertiesofnaturalfibersdonotallowtobeusedinautomotivestructuralcomponents.
Thereisplentyofresearchtoimprovethemechanicalpropertiesofnaturalfibersinorder
toimprovetheirperformance.Increasingtheinterfacialadhesionbetweenfiberand
matrix[100],incorporatingZdirectionfibers(3Dcomposite)[101],improvingthe
propertiesofthematrix[102],andmanufacturingmethod[103].Theinvestigationtrends
showsthatinearlyfuturethenaturalfiberwillbeusedinautomotivestructural
components.
Fig.8.
Automotiveintelligentprecollisionsystem[98].
13/35
8/31/2015
Figureoptions
InsecondapproachesbasedontheEUParliamentregulation,automakersshoulduse
theadvancedemergencybrakingsystemsfromNovember2015forallnewlightand
heavycommercialvehicles.AlsoNationalHighwayTrafficSafetyAdministration
(NHTSA)beganstudyinglanedeparturewarningsystemsandfrontalcollisionwarning
systemsonvehicles[104].Theserecentinvestigationsareanintelligentpreventing
system(precrashsystem)withnoncontactsafetymechanismtoreducetheseverityof
anaccident.However,itisnotmoresufficienttopreventinjuryordamageathigher
operatingspeeds[105].
7.Conclusions
Thenewsafetyregulationsconcerningbumpersystemspecificationsbesidesthe
automakerenvironmentallegislations(endoflifevehicle)makeitquitecomplicatedand
muchcostlyforthedesignofthisstructuretofulfillallbroadrequirements.Findingthe
bestprocedureforbumperbeamdevelopmentposesextraloadsonthedesignerand
mayinfluencehis/herperformance.Thepreviousresearchdiscussedthedesign
process,materialselection,andanalysisandverificationofthedevelopedproduct
functionalitybyFEMtools,butthereislimitedinformationabouttheapproachesto
bumpersystemdevelopment.Thepresentstudyconcentratedonthebumperbeam
developmentprocessbasedonfindingsofpreviousstudies.Itanalyzedcomprehensive
informationtodeterminetheoptimummethodforbumperbeamdevelopmentandto
identifythesettingsfortheeffectivestructuralvariables(thickness,ribstrength,cross
section,andfrontalcurvature)conducivetotheoptimalbumperbeamstrength.
References
[1]
NationalHighwayTerafficSafetyAdministration(NHTSA).Laboratorytestprocedureforregulation
Part581bumperstandardsafetyassurance1990.
[2]
M.Huang
Vehiclecrashmechanics
CRCPress(2002)
[3]
S.Sapuan,M.Maleque,M.Hameedullah,M.Suddin,N.Ismail
Anoteontheconceptualdesignofpolymericcompositeautomotivebumpersystem
JMaterProcessTechnol,159(2005),pp.145151
Article|
[4]
M.M.Davoodi,S.M.Sapuan,R.Yunus
Conceptualdesignofapolymercompositeautomotivebumperenergyabsorber
JMaterDes,29(2008),pp.14471452
Article|
[5]
PDF(362K)|ViewRecordinScopus|Citingarticles(19)
G.S.Cole,A.M.Sherman
Lightweightmaterialsforautomotiveapplications
MaterCharact,35(1995),pp.39
Article|
[6]
J.Murphy
Thereinforcedplasticshandbook
Elsevier,Oxford(1998)
[7]
General.Motors
SMCbumperbeamsimproveproductivityforGM
ReinfPlast,36(1992),p.7
ViewRecordinScopus|Citingarticles(2)
[8]
S.Cheon,J.H.Choi,D.G.Lee
Developmentofthecompositebumperbeamforpassengercars
ComposStruct,32(1995),p.4919
[9]
M.Wakeman,T.Cain,C.Rudd,R.Brooks,A.Long
Compressionmouldingofglassandpolypropylenecompositesforoptimisedmacroand
14/35
8/31/2015
micromechanicalproperties1commingledglassandpolypropylene
ComposSciTechnol,58(1998),pp.18791898
Article|
[10] PetersonCW,SpencerDO,RosinJ,HauqeE.Highconsistencyglassmatreinforcedthermoplastic
(GMT):thinwallstructuralapplicationswithsurfacerequirements.SAEtechnicalpaperseries2001
010098.
[11] RaghavendranV,HaqueE.Developmentoflowdensityglassmatthermoplasticcompositesfor
structuralapplications.SAEtechnicalpaperseries.2001010100.
[12] M.N.Suddin,M.S.Salit,N.Ismail,M.Abd,S.Zainuddin
Totaldesignofpolymercompositeautomotivebumperfascia
JSciTechnol,12(2004),pp.3945
[13] M.N.Sudin,M.R.Harun,A.T.Hamzah,S.Anuar
AprototypeofKBSformaterialselectioninbumperbeamdesign
JSciTechnol,14(2007),pp.215222
[14] R.Hosseinzadeh,M.Shokrieh,L.Lessard
Parametricstudyofautomotivecompositebumperbeamssubjectedtolowvelocityimpacts
ComposStruct,68(2005),pp.419427
Article|
[15] S.Kokkula,M.Langseth,O.Hopperstad,O.Lademo
Offsetimpactbehaviourofbumperbeamlongitudinalsystems:experimentalinvestigations
IntJCrashworthiness,11(2006),pp.299316
ViewRecordinScopus|FullTextviaCrossRef|Citingarticles(11)
[16] A.Hambali,S.Sapuan,N.Ismail,Y.Nukman
Applicationofanalyticalhierarchyprocessinthedesignconceptselectionofautomotive
compositebumperbeamduringtheconceptualdesignstage
SciResEssay,4(2009),pp.198211
[17] J.Marzbanrad,M.Alijanpour,M.Kiasat
Designandanalysisofanautomotivebumperbeaminlowspeedfrontalcrashes
ThinWalledStruct,47(2009),pp.902911
Article|
[18] D.Park,C.Jang,S.Lee,S.Heo,H.Yim,M.Kim
Optimizingtheshapeofabumperbeamsectionconsideringpedestrianprotection
IntJAutomotTechnol,11(2010),pp.489494
[19] W.Johnson,A.Walton
Anexperimentalinvestigationoftheenergydissipationofanumberofcarbumpersunder
quasistaticlateralloads
IntJImpactEng,1(1983),pp.301308
Article|
[20] Z.Zhang,S.Liu,Z.Tang
Designoptimizationofcrosssectionalconfigurationofribreinforcedthinwalledbeam
ThinWalledStruct,47(2009),pp.868878
Article|
[21] A.Alghamdi
Smartfrictionalimpactenergyabsorber
Download PDF
Export
Search ScienceDirect
Article outline
Show full outline
Advanced search
Abstract
[22] AISI.Steelbumpersystemsforpassengercarsandlighttrucks.Southfield:AmericanIronandSteel
Keywords
Institute2006.
1. Introduction
Bumper system
[23]2.SchusterPJ.Currenttrendsinbumperdesignforpedestrianimpact.SAEtechnicalpaperseries.
3.2006010464.
Material selection steps
4. Design process of bumper beam
[24]5.ChoiWJ,ShinDW,KimNH.Bumpersystem.GooglePatents2004.
Analyzing the bumper beam
[25] A.Miravete
6. Future trend in automotive bumper
15/35
8/31/2015
7.ICCM/9:compositespropertiesandapplications
Conclusions
References
WoodheadPubLtd.,Zaragoza(1993)
[26] P.Tan,S.Reid,J.Harrigan,Z.Zou,S.Li
Dynamiccompressivestrengthpropertiesofaluminiumfoams.PartIIShocktheoryand
Figures
and tables
comparisonwithexperimentaldataandnumericalmodels
JMechPhysSolid,53(2005),pp.22062230
Article|
[27] G.Jacob,J.Fellers,S.Simunovic,J.Starbuck
Energyabsorptioninpolymercompositesforautomotivecrashworthiness
JComposMater,36(2002),p.813
[28] G.L.Farley
Effectoffiberandmatrixmaximumstrainontheenergyabsorptionofcompositematerials
[29] H.Hamada,S.Ramakrishna,H.Sato
Effectoffiberorientationontheenergyabsorptioncapabilityofcarbonfiber/PEEKcomposite
tubes
[30] T.Turner,N.Warrior,F.Robitaille,C.Rudd
Theinfluenceofprocessingvariablesontheenergyabsorptionofcompositetubes
ComposPartA:ApplSciManuf,36(2005),pp.12911299
Article|
[31] J.K.Kim,Y.W.Mai
Engineeredinterfacesinfiberreinforcedcomposites
ElsevierScienceLtd.,Oxford(1998)
[32] M.Davoodi,S.Sapuan,D.Ahmad,A.Aidy,A.Khalina,M.Jonoobi
Effectofpolybutyleneterephthalate(PBT)onimpactpropertyimprovementofhybrid
kenaf/glassepoxycomposite
MaterLett,67(2012),pp.57
Article|
ADVERTISEMENT
[33] M.Davoodi,S.Sapuan,D.Ahmad,A.Aidy,A.Khalina,M.Jonoobi
Conceptselectionofcarbumperbeamwithdevelopedhybridbiocompositematerial
JMaterDes(2011)
[34] M.Davoodi,S.Sapuan,A.Ali,D.Ahmad
Effectofthestrengthenedribsinhybridtoughenedkenaf/glassepoxycompositebumperbeam
LifeSciJ(2012),p.9
[35] L.Daniel,P.Hogg,P.Curtis
Therelativeeffectsofthroughthicknesspropertiesandfibreorientationonenergyabsorption
bycontinuousfibrecomposites
CompositesPartB.,30(1999),pp.257266
Article|
[36] H.Kurtaran,A.Eskandarian,D.Marzougui,N.Bedewi
Crashworthinessdesignoptimizationusingsuccessiveresponsesurfaceapproximations
ComputMech,29(2002),pp.409421
[37] W.Johnson,S.Reid
Metallicenergydissipatingsystems
ApplMechRev,31(1978),pp.277288
[38] P.Beardmore,C.Johnson
Thepotentialforcompositesinstructuralautomotiveapplications
ComposSciTechnol,26(1986),pp.251281
Article|
[39] W.Johnson
16/35
8/31/2015
Theelementsofcrashworthiness:scopeandactuality
ProcInstMechEng,204(1990),pp.255273
[40] M.M.Davoodi,S.M.Sapuan,R.Yunus
Developmentoffiberreinforcedepoxycompositeenergyabsorberforautomotivebumper
system
JPolymMater,25(2008),pp.1521
[41] G.Lu,T.Yu
Energyabsorptionofstructuresandmaterials
WoodheadPub.(2003)
[42] MehrCamPars.GMTbumperbeamofSamand2003.
[43] E.J.Hearn
Mechanicsofmaterials:anintroductiontothemechanicsofelasticandplasticdeformationof
solidsandstructuralmaterials
ButterworthHeinemann(1997)
[44] E.Isaksson,P.Jonsn,K.Sundin,M.Oldenburg
Correlationofvehiclecrashmodelparameterstocarpropertiesinlowspeedcollisions:a
designofexperimentsapproach
[45] Y.Fu,C.H.Chuang,G.Li,R.Yang
Reliabilitybaseddesignoptimizationofavehicleexhaustsystem
SAETrans,113(2004),pp.507518
[46] BaccoucheR,MahmoodH,MadasamyC,WagnerD.Lightweightbumperforautomobiles.2007.
[47] A.AlAshaab,K.Rodriguez,A.Molina,M.Cardenas,J.Aca,M.Saeed,etal.
Internetbasedcollaborativedesignforaninjectionmouldingsystem
ConcEng,11(2003),p.289
[48] HaqueE,BassettW,LewisT.ISectionautomotivebumperformedfrommineralfilledglassmat
thermoplastic(GMT)composite2001.
[49] J.A.Brydson
Plasticsmaterials
ButterworthHeinemann,NewDelhi(1999)
[50] K.Kim,S.Won
Effectofstructuralvariablesonautomotivebodybumperimpactbeam
IntJAutomotTechnol,9(2008),pp.713717
[51] StewartR,OstermanA,JalbertD.Vehicleandbumperbeamcombination.GooglePatents1992.
[52] StewartR,OstermanA,JalbertD,NultyJ.Vehiclebumperbeam.GooglePatents1994.
[53] N.Sharpe,R.Vendrig,K.Houtzager
Improveddesignforfrontalprotection
TNOAutomot(2001)
[54] P.K.Mallick
Fiberreinforcedcomposites:materials,manufacturing,anddesign
CRCPress,BocaRaton(2008)
17/35
8/31/2015
[55] K.Edwards
Strategicsubstitutionofnewmaterialsforold:applicationsinautomotiveproductdevelopment
JMaterDes,25(2004),pp.529533
[56] Y.M.Deng,K.Edwards
Theroleofmaterialsidentificationandselectioninengineeringdesign
JMaterDes,28(2007),pp.131139
[57] M.F.Ashby
MaterialsSelectioninMechanicalDesign
ButterworthHeinemann,Oxford(2005)
[58] S.M.Sapuan
Acomputeraidedmaterialselectionfordesignofautomotivesafetycriticalcomponentswith
novelmaterials
MalayJComputSci,12(1999),pp.3746
[59] S.Lampman
Materialsselectionanddesign
ASMInternational(1997)
[60] B.S.Mitchell
Anintroductiontomaterialsengineeringandscienceforchemicalandmaterialsengineers
JohnWiley,Hoboken(2004)
Recommended articles
Design and analysis of an automotive bumper bea

2009, Thin-Walled Structures
more
Concept selection of car bumper beam with develo

2011, Materials & Design
more
Parametric study of automotive composite bumper

2005, Composite Structures
more
View more articles
Citing articles (5)
Related book content
18/35
8/31/2015
19/35
8/31/2015
20/35
8/31/2015
21/35
8/31/2015
22/35
8/31/2015
23/35
8/31/2015
24/35
8/31/2015
25/35
8/31/2015
26/35
8/31/2015
27/35
8/31/2015
28/35
8/31/2015
29/35
8/31/2015
30/35
8/31/2015
31/35
8/31/2015
32/35
8/31/2015
33/35
8/31/2015
34/35
8/31/2015
35/35

Develope Bumper Standarsd

Hochgeladen von

Dokumentinformationen

Originalbeschreibung:

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Develope Bumper Standarsd

Hochgeladen von

Copyright:

Verfügbare Formate

8/31/2015

Show full outline

Design and analysis of an automotive bumper bea

Concept selection of car bumper beam with develo

Parametric study of automotive composite bumper

View more articles

Citing articles (5)

Related book content

Das könnte Ihnen auch gefallen