Volume 6, Issue 2 DEC 2017

DESIGN AND CRASH ANALYSIS OF CAR BODY USING FRP

MATERIALS
1
BANDI SAI NAGA PAVAN, 2 M.VINOD KUMAR REDDY, 3 DR.K. ASHOK REDDY
1
PG Scholar, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road, Hyderabad ,
Telangana,INDIA-500100
Email:bsnpavan22@gmail.com
2
Assistant Professor, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road,
Hyderabad , Telangana,INDIA-500100
Email:maddigattavinod1@gmail.com
2
HOD, Department of MECH, St. Peter’s Engineering college, maissammaguda, kompally road, Hyderabad ,
Telangana,INDIA-500100
Abstract: requires the change of car structure crashworthiness
With the advancement of society, individuals have an and light weighting degree. A noteworthy worry of
ever increasing number of stringent requests for car both the automobile industry and government is the
passive safety and fuel economy, which requires the improvement of vehicles that would expend less
change of car structure crashworthiness and light petroleum derivative, subsequently bargaining the
weighting degree .Car body light weighting and security of tenant coming about because of the
crashworthiness are two vital parts of automobile decreased weight of the car. The present vehicle
design. A major concern of both the automobile makers are progressively utilizing lightweight
industry and government is the advancement of materials to diminish weight; these incorporate
vehicles that would devour less non-renewable plastics, composites, aluminum, magnesium and new
energy source, along these compromising the safety sorts of high quality steels. Huge numbers of these
of occupant resulting from the reduced weight of the materials have constrained quality or malleability, for
automobile. each situation burst is a genuine probability amid the
Now In this project we are going to design a car crash occasion. Besides, the joining of these materials
Hatch back by using design modeling tool Solid presents another wellspring of potential
works 2016 software, Crash analysis on the car body disappointment. Both material and joining
will be perform in Ansys 16 workbench software by disappointment will have genuine results on vehicle
Explicit Dynamic module by using different Fiber crashworthiness and must be anticipated. Amid a car
reinforced material. On different speeds of car body, accident, a few sections in the front of the car body
stresses formed due to crash, deformation and areas may have plastic misshapening and ingest a
of deformation of car body and strain will be found considerable measure of vitality.
after analysis Basic individuals from a vehicle are intended to8build
INTRODUCTION:- this vitality assimilation effectiveness and along these
With the improvement of society, individuals have an lines to upgrade the wellbeing and unwavering
ever increasing number of stringent requests for quality of the vehicle. The crashworthiness of every
vehicle inactive security and efficiency, which part should be assessed at the underlying phase of

IJRAET
368

vehicle outline for good execution of a collected
vehicle. As the dynamic conduct of auxiliary
individuals is not quite the same as the static one, the
crashworthiness of the vehicle structures must be
surveyed by affect investigation. Thus it winds up
plainly important to check the auto structure for its
crash capacity with the goal that wellbeing is
accomplished together with the mileage. There are
two routes by which this wellbeing highlight can be
evaluated.
a. Playing out a genuine crash test.
b. Recreating the crash in some FE code like ANSYS
LS DYNA , EXPLICIT DYNAMIC
Despite the fact that the primary choice is more exact
and dependable, it requests time and high cost. A
more useful arrangement which brings about a
bargain between the elements of precision, cost and
time is reenactment. With fitting starting conditions,
burdens and component details, architects can build
up a sufficiently exact FE model to judge the crash
reaction in a real mishap. This system has superseded
the testing utilizing a genuine model. Along these
lines PC reenactments are utilized to discover the
vehicle model's crash capacity. The model to be
reenacted is typically created utilizing information
acquired from the dismantling and digitization of a
real vehicle utilizing a figuring out procedure.
EXPLICIT VS IMPLICIT DYNAMICS:
Explicit dynamics analysis is used to determine the
dynamic response of a structure due to stress wave
propagation, impact or rapidly changing time-
dependent loads. Momentum exchange between
moving bodies and inertial effects are usually
important aspects of the type of analysis being
conducted. This type of analysis can also be used to
model mechanical phenomena that are highly
nonlinear.
IJRAET
Volume 6, Issue 2 DEC 2017
THE SOLUTION STRATEGY:
In an Explicit Dynamics arrangement the model
planning steps are: a discretized area (work), doled
out material properties, burdens, imperatives and
introductory conditions. This underlying state, when
incorporated in time, will deliver movement at the
hub focuses in the work.
Fig: Explicit Algorithm.
The motion of the node points produces deformation
in the elements of the mesh.
• The twisting outcomes in an adjustment in volume
(consequently thickness) of the material in every
component
• The rate of distortion is utilized to determine
material strain rates utilizing different component
plans
• Constitutive laws take the material strain rates and
infer resultant material anxieties
• The material anxieties are changed again into nodal
powers utilizing different component details
• External nodal powers are processed from limit
conditions, loads and contact (body communication)
• The nodal powers are isolated by nodal mass to
create nodal increasing velocities
• The increasing velocities are incorporated explicitly
so as to create new nodal speeds
• The nodal speeds are coordinated explicitly so as to
deliver new nodal positions
369

• The arrangement procedure (Cycle) is rehashed
until the point when a client characterized time is
come to
The advantages of using explicit dynamics for
time integration of nonlinear problems are:
 The equations become uncoupled and can be solved
directly (explicitly). There is no requirement for
iteration during time integration.
• No joining checks are required on the grounds that
the conditions are uncoupled.
• No reversal of the firmness grid is required. All
nonlinearities (counting contact) are incorporated into
the inner power vector.
In current designing examination it is uncommon to
discover an undertaking that does not require some
sort of recreation for breaking down the conduct of
the model under certain predefined conditions. The
upsides of reenactment are various and vital. Another
plan idea might be displayed to decide its true
conduct under different load situations, and may
thusly be refined before the formation of illustrations,
when couples of dollars have been conferred and
changes are economical. Once a point by point CAD
display has been produced, reenactments can break
down the outline in detail, sparing time and cash by
decreasing the quantity of models required. A current
item which is encountering a field issue, or is just
being enhanced, can be broke down to speed a
building change and lessen its cost. The limited
component strategy is included three noteworthy
stages: pre-handling, in which the investigator builds
up a limited component work to partition the subject
geometry into sub-areas for numerical examination,
and applies material properties and limit conditions,
arrangement, amid which the program infers the
representing lattice conditions from the model and
settles for the essential amounts, and post-preparing,
IJRAET
Volume 6, Issue 2 DEC 2017
in which the expert checks the legitimacy of the
arrangement, analyzes the estimations of essential
amounts, (for example, removals and focuses), and
infers and looks at extra amounts, (for example,
specific burdens and blunder pointers).
Crash- Test:
A crash-test is a type of damaging testing more often
than not performed with a specific end goal to
guarantee safe design purpose measures in
crashworthiness and crash similarity for cars or
related parts. To test the autos security execution
under different conditions and amid shifted sorts of
accidents, vehicle producers crash test their autos
from various points, diverse sides and with various
articles, including different vehicles. The most
widely recognized sorts of crash tests are recorded
underneath.
 Front impact test
 Front offset crash test
 Side impact test
 Roll over test
Method of Analysis:
Crash-testing requires some of the test vehicle to be
pulverized throughout the tests furthermore, is
likewise tedious and uneconomical. One new late
pattern that is increasing huge prevalence is PC
recreated crash-testing. Here rather than a genuine
vehicle, a FE (Finite Element) model of the vehicle is
produced and is utilized to do the distinctive tests that
were done before utilizing real vehicles.
There are a few programming bundles that are
prepared to deal with the crash-testing of vehicles,
however standout amongst the most well known is
from Livermore Software Technology Corporation
called LS-DYNA and ansys explicit dynamic. With
those, car organizations and their providers can test
auto outlines without tooling or tentatively test a
370

model, accordingly sparing time and cost. While the
bundle keeps on containing an ever increasing
number of conceivable outcomes for the figuring of
numerous unpredictable, genuine issues, its sources
and center competency lie in exceedingly nonlinear
transient dynamic limited component examination
(FEA) utilizing express time coordination. The use of
Explicit dynamic covers an extensive variety of
businesses.
Crashworthiness model:
During an accident, the ability of vehicle structure to
assimilate the vitality is characterized
crashworthiness. The vehicle must be outlined with
the end goal that, at higher velocities its tenants don't
encounter a net deceleration.
Fig: Ev Full Frame Model In Each Section
Geometry.
HEAD INJURY CRITERION (HIC):
An Injury measure can be characterized as a
biomechanical file of the traveler vehicle crashes.
Therefore, numerous nations head damage amid a
pile up as a measure for evaluating the level of HIC
(Head Injury Criterion), and utilizing its outcome
esteem is directed. HIC header hit by wounds to the
head damage, the most generally used to appraise
the value equation is expressed as
FE analysis:
Ansys explicit dynamic analysis is non-linear finite
element processor which can be utilized to take care
IJRAET
Volume 6, Issue 2 DEC 2017
of any sort of express issues. As a rule in frontal
effects the vehicle experiences substantial distortions
toward the front though the focal and the back
segments scarcely experience and misshapenings.
Since these models are created for frontal effects, the
front casing of the vehicle is fit finely and the center
and the back edge of the vehicle are coarsely fit in
fig.. The sort of examination utilized FMVSS 208
Occupant Crash Protection on the changed directions
for non-inflexible divider 30mph (48.3km /h) in strife
with the speed.
as
Fig: Fe Model for Frontal Analysis.
The full frontal rigid barrier analysis is carried out in
Explicit dynamic for 120 milliseconds. The contacts
are defined by geometric interface.
CRASHWORTHINESS ANALYSIS:
FE results:
The benefit of the unequivocal FE strategy is that
because of the idea of the computational approach,
amazingly little time steps combined with an iterative
tackling technique. The crash investigation 120 m/sec
in the body changes the state appeared in Fig.
separately with full boundary display. Fig. Twisted
Shape (Full Frontal crash with hindrance, FMVSS
208, 30Mph) The impact change starts in the early
piece of the guard by around 8 m/sec from the front
side part and the sub-outline was the transformation
starts. At that point around 10 m/sec from the front
casing body comprises of the crash around 14 m/sec
in the sub-casing and fundamental casing is the begin
of the crash. The front casing crumbled in the driver's
371

seat the base of the sub-outline caused the change,
yet in the dashboard board affirmed that the strain
showed up too little. Fig. demonstrates the
misshapening practices of the front edge and the edge
has been altered from struggle and in the meantime.
We reason that the crash vitality can be ingested. As
a Fig. can be seen from front casing and the edge
suspension mounts are associated with the casing
related with the takeoff of the wheel amid a crash
since it can prompt failure to drive.
IMPACT MECHANICS
Investigators have recommends following procedure
for finding energy dissipated during
impact, and discover the vehicle speed after effect.
The affecting marvel between barrie rand the front
guard pillar in a low-speed full crash could be
extremely confused, since transient and nonlinear
investigation are included. However, in planning the
front guard bar, car makers demand that the guard
framework ought not have any material crash or
disappointment. Along these lines, up to that point,
the aggregate vitality is preserved all through the
effect term. Since the boundary is thought to be
inflexible and the guard shaft was made of metallic
material and safeguard is a moderately low solidness
material, the dispersion of the effect stack is
unpredictable along the contact range and over the
contact locale of the guard, the guard bar subjected to
the effect stack experiences a consistent distortion δ
max. A guideline of vitality preservation in the
flexible effect is utilized; The motor vitality before
affect is moderated and changed over to versatile
vitality and the active vitality of the boundary and the
car at its most extreme redirection, i.e
Where MA is the mass of the barrier, Where MA is
the mass of the hindrance, MB the mass of vehicle,
IJRAET
Volume 6, Issue 2 DEC 2017
VA the speed of the boundary before effect and V0
the last speed of the obstruction and vehicle in
greatest redirection point. K eq the proportionate
effect solidness of a guard and is gotten by the
relationship of removal and response powers from
shaft investigation. A vital thought of force is that it
can be neither made nor decimated. Along these
lines, the energy before an effect is equivalent to the
force after the effect. Right now of its most extreme
redirection, a rule of energy protection previously,
then after the fact effect can be ex-squeezed as takes
after
From equations and the maximum deflection δ max is
obtained as follows
After separation point, energy and momentum
conservation equations can be expressed as follows
Where VA2 and VB2 are the last speeds of the
impactor and vehicle, separately in division point. In
the elasto-plastic effect, the rule of direct energy
protection fulfills, since affect powers are equivalent
and inverse.
For this situation, the speeds after effect might be
resolved with the coefficient of compensation . The
coefficient of compensation (COR) is the proportion
of speed of partition to speed of approach in an
impact.
An object with a COR equals collides elastically,
while an object with a COR of 0 will impact in
flexibly, adequately adhering to the question it
372
 Volume 6, Issue 2 DEC 2017

crashes into, not ricocheting by any stretch of the  Now, by using a 2D sketch we are developing
imagination. The coefficient of compensation is a into a solid body by using boss extrude option.
number which shows how much dynamic (vitality of
movement), stays after a crash of two articles. In the
event that the coefficient is high (near 1), it implies
that next to no active vitality was lost amid the
impact. In the event that the coefficient is low (near
0), it recommends that a huge part of the motor
vitality was changed over into the warmth or was
FIG: BOSS EXTRUDE
generally ingested through disfigurement. The Eq.
 Here, In the front part of the body we are using
can be utilized to discover the vitality disseminated,
fillet option at radius 400mm
ED amid an effect. This is found by subtracting the
active vitality of the two masses after effect, and the
dynamic vitality of the impactor before affect.

SOLID WORKS:
Solid Works is mechanical design automation
software that takes advantage of the familiar FIG: FILLET (400MM)
Microsoft Windows graphical user interface.  Here, In the side part of the body we are using
It is an easy-to-learn tool which makes it possible for fillet option at radius 150mm
mechanical designers to quickly sketch ideas,
experiment with features and dimensions, and
produce models and detailed drawings
MODELING OF CAR BODY:
Here, by using solid works we are creating a new
model of a car body and 2D sketch developed as
shown in figure
FIG: FILLET (150MM)
 Here, we are using the shell option for top and
bottom side of the developed car body.

FIG: DEVELOPED 2D SKETCH

FIG: SHELL AT BOTTOM SIDE

IJRAET
373
 Volume 6, Issue 2 DEC 2017

 Different views of showed in below figure.

FIG: SHELL AT TOP SIDE

 Developing a offset option for front and back
FIG: DIFFERENT VIEWS OF CAR BODY
mirror of a car body
ANSYS:
ANSYS 14.5 delivers innovative, dramatic
simulation technology advances in every major
Physics discipline, along with improvements in
computing speed and enhancements to enabling
technologies such as geometry handling, meshing and
post-processing.
CRASH ANALYSIS ON CAR BODY
FIG: OFF SET
 By using the boss extrude option we are creating
a front part of wall to a car body as shown in
figure

Table: Material Properties

Crash analyses on Car Body:
Here the analysis is done in the explicit dynamic
mode with different velocities of 120 km/hr and 150
km/hr.
FIG: BOSS EXTRUDE
ANALYSIS AT 120KM/HR:
 After completing all operations we got a final
 Now we are importing the model of IGS file of
view of a car body as shown in below.
solid works to ANSYS 16.0.

FIG: FINAL VIEW FIG : MODEL

IJRAET
374
 Volume 6, Issue 2 DEC 2017

 The imported model has been meshed.  At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below.

FIG : MESHING

FIG: EQUIVALENT STRESS

MESH QUALITY OF ABOVE FIGURE
 At we are fixing the constant level of the body

GRAPH 7.1: EQUIVALENT STRESS

FIG: FIXED SUPPORT  At speed of 120km/ph the vehicle is tested at

equivalent stress to find the crash analysis and
 After fixed support of the model we are finding the
velocity. the equivalent elastic strain graph is shown in
below.

FIG : VELOCITY
 Here, we are selecting a material as a magnesium FIG: EQUIVALENT ELASTIC STRAIN
alloy for car body and concrete for wall.

FIG: MAGNESIUM & CONCRETE GRAPH: EQUIVALENT ELASTIC STRAIN

IJRAET
375
 Volume 6, Issue 2 DEC 2017

 At speed of 120km/ph the vehicle is tested at

equivalent stress to find the crash analysis and
the total deformation graph is shown in below.

GRAPH: STRESS
 At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and
the equivalent elastic strain graph is shown in
FIG : TOTAL DEFORMATION
below.

GRAPH: TOTAL DEFORMATION

 The magnesium and concrete material are
FIG: STRAIN
explained about the mass and volume of the car
body

GRAPH: STRAIN
At 120km/ph Kevlar-49:
 At speed of 120km/ph the vehicle is tested at
Here we are selecting a material as a Kevlar-49.
equivalent stress to find the crash analysis and
 At speed of 120km/ph the vehicle is tested at
the total deformation graph is shown in below.
equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below.

FIG : TOTAL DEFORMATION

FIG: STRESS

IJRAET
376
 Volume 6, Issue 2 DEC 2017

GRAPH 7.7: STRESS

GRAPH: TOTAL DEFORMATION
 At speed of 120km/ph the vehicle is tested at
 The below table explain about the kevlor-49 mass
equivalent stress to find the crash analysis and
and velocity of the car body.
the equivalent elastic strain graph is shown in
below.

At 120 km/ph, High strength Carbon Fibre:

 Here we are selecting a material as high strength
carbon fiber.
FIG: STRAIN

FIG 7.15: HIGH STRENGTH CARBON FIBRE GRAPH: STRAIN

 At speed of 120km/ph the vehicle is tested at  At speed of 120km/ph the vehicle is tested at
equivalent stress to find the crash analysis and equivalent stress to find the crash analysis and
the equivalent stress graph is shown in below. the Total deformation graph is shown in below.

FIG: STRESS FIG: DEFORMATION

IJRAET
377
 Volume 6, Issue 2 DEC 2017

GRAPH: EQUAVELENT STRESS

GRAPH: TOTAL DEFORMATION
 At speed of 150km/ph the vehicle is tested at
 The below table explain about the high strength equivalent stress to find the crash analysis and
carbon fiber volume and mass the equivalent elastic stress graph is shown in
below.

At 150 Km/Hr: FIG: STRAIN

FIG: VELOCITY GRAPH: EQUIVALENT STRAIN

Magnesium alloy: At speed of 150km/ph the vehicle is tested at
 At speed of 150km/ph the vehicle is tested at equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and Total deformation graph is shown in below.
the equivalent stress graph is shown in below.

FIG: DEFORMATION
FIG: STRESS

IJRAET
378
 Volume 6, Issue 2 DEC 2017

GRAPH: TOTAL DEFOMATION GRAPH: EQUIVALENT ELASTIC STRAIN

Kevlar-49: At speed of 150km/ph the vehicle is tested at
At speed of 150km/ph the vehicle is tested at equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and the total deformation graph is shown in below.
equivalent stress graph is shown in below.

FIG: DEFORMATION
FIG: STRESS

GRAPH: TOTAL DEFORMATION

GRAPH: EQUIVALENT STRESS
High Strength Carbon Fiber:
At speed of 150km/ph the vehicle is tested at
At speed of 150km/ph the vehicle is tested at
equivalent stress to find the crash analysis and the
equivalent stress to find the crash analysis and the
equivalent elastic strain graph is shown in below.
high strength carbon fiber graph is shown in below.

FIG: STRESS
FIG: STRAIN

IJRAET
379
 Volume 6, Issue 2 DEC 2017

GRAPH: EQUIVALENT STRESS GRAPH: TOTAL DEFORMATION

At speed of 150km/ph the vehicle is tested at RESULTS
equivalent stress to find the crash analysis and the At 120Km/Hr:
equivalent elastic strain graph is shown in below. Here the analysis is done in the explicit dynamic
mode with different velocities of 120 km/hr results
are shown in below table.

FIG: EQUIVALENT ELASTIC STRAIN

TABLE: RESULTS AT 120 KM/HR
At 150Km/Hr:
Here the analysis is done in the explicit dynamic
mode with different velocities of 150 km/hr results
are shown in below table.

GRAPH: EQUIVALENT ELASTIC STRAIN

At speed of 150km/ph the vehicle is tested at
equivalent stress to find the crash analysis and the
TABLE: RESULTS AT 150 KM/HR
total deformation graph is shown in below.
DISCUSION
Analysis is performed on two different speed 120
km/hr and 150 km /hr , by using three different
material magnesium alloy , kevlar-49 and High
strength carbon fibre.
At 120km/hr speed crash test , for material
magnesium alloy we achieved max stress 1098.30
mpa ,max strain 0.21293,and max deformation
FIG: DEFORMATION
166.63mm, while for same speed kavlar-49 achieved

IJRAET
380

max stress 6184.80 mpa , max strain 0.041552 ,max
deformation 142.31mm , and for same speed high
strength carbon fibre achieved max stress
8043.30mpa , max strain 0.041239,max deformation
128.62mm.
At 150km/hr speed crash test , for material
magnesium alloy we achieved max stress 1.2512e+09
mpa ,max strain 0.21293,and max deformation
241.97mm, while for same speed kavlar-49 achieved
max stress 7.7576e+09 mpa , max strain
0.052188,max deformation 179.83mm, and for same
speed high strength carbon fibre achieved max
stress 1.0805e+10 mpa,max strain 0.050353,max
deformation 166.75mm.
And base upon the material properties Mass of the
materials for Magnesium alloy , Kevlar-49 , High
Strength Carbon Fibre are 777.0kg , 641.68kg , and
785.73kg respectively.
CONCLUSION
 Brief study about car crash analysis is done in this
Project. Car hatch back body is design by using solid
works 2016 software. Part model of hatch back body
of car with a wall is saved as IGES (neutral) file and
transfer to ansys workbench 16.Crash analysis is
performed by using explicit dynamic module in ansys
workbench on two different speed of car 120km/hr
and 150km/hr. Three different materials one is
general alloy material and two carbon reinforced
fiber used such as magnesium alloy, Kevlar (49), and
High Strength Carbon Fiber respectively as car body
materials and concrete is selected as material for
wall. Crash analysis is performed on two different
speeds 120km/hr and 150km/hr.
Stress, strain, total deformation are noted tabulated as
result after explicit dynamic analysis on car body
after crash the car on concrete wall. Compare to
weight of the body Kevlar-49 is showing least weight
IJRAET
Volume 6, Issue 2 DEC 2017
ratio followed by high strength carbon fibre. After
crash magnesium alloy is showing least stress,
followed by Kevlar-49 . Meanwhile High strength
carbon fibre is showing least deformation and strain
after crash car body. Stress and deformation of car
body is increasing as the speed of car is increase
Hence due to acceptable less weight ratio and high
strength against crash deformation and strain High
strength carbon fibre is the best material for car
compare to other two materials.
REFERENCES
1. Yuxuan Li, Zhongqin, Lin, Aiqin Jiang, Guanlong
Chen (2003): Use of high strengthsteel
sheet for lightweight and crashworthy car body<
Materials and Design>24, 177- 182.
2. Chenga Z.Q, Thackera J.G, Pilkeya W.D,
Hollowellb W.T, Reagana S.W, Sievekaa E.M
(2001): Experiences in reverse-engineering of a finite
element automobile crash Model< Finite Elements in
Analysis and Design> 37, 843–860.
3. J.G. Thacker, S.W. Reagan, J.A. Pellettiere, et.al,
“Experiences during development of a dynamic crash
response automobile model”, Journal of Finite
Element Analysis and Design 30 (1998) 279-295.
4. Z.Q. Chenga, J.G. Thackera, W.D. Pilkeya, W.T.
Hollowellb, et.al, “Experiences in reverse-
engineering of a finite element automobile crash
model”, Journal of Finite Elements in Analysis and
Design 37 (2001) 843–860.
5. Abdullatif K. Zaouk , Nabih E. Bedewi, Cing-Dao
Kan, et.al, “Validation of a non-linear finite element
vehicle model using multiple impact data”, The
George Washington University FHWA/NHTSA
National Crash Analysis Center.
381