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This paper presents the final phase of a study to develop the modeling methodology for an advanced steering assembly with a safety-enhanced steering wheel and an adaptive energy absorbing steering column. For passenger cars built before the 1960s, the steering column was designed to control vehicle direction with a simple rigid rod. In severe frontal crashes, this type of design would often be displaced rearward toward the driver due to front-end crush of the vehicle. Consequently, collapsible, detachable, and other energy absorbing steering columns emerged to address this type of kinematics. These safety-enhanced steering columns allow frontal impact energy to be absorbed by collapsing or breaking the steering columns, thus reducing the potential for rearward column movement in severe crashes. Recently, more advanced steering column designs have been developed that can adapt to different crash conditions including crash severity, occupant mass/size, seat position, and seatbelt usage.

The modeling of plastic fuel tank systems for crash safety applications has been very challenging. The major challenges include the prediction of fuel sloshing in high speed impact conditions, the modeling of multilayer thermoplastic fuel tanks with post-forming (non-uniform) material properties, and the modeling of tank straps with pre-tensions. Extensive studies can be found in the literature to improve the prediction of fuel sloshing. However, little research had been conducted to model the post-forming fuel tank and to address the tension between the fuel tank and the tank straps for crash safety simulations. Hoping to help improve the modeling of fuel systems, the authors made the first attempt to tackle these major challenges all at once in this study by dividing the modeling of the fuel tank into eight stages. An ALE (Arbitrary Lagrangian-Eulerian) method was adopted to simulate the interaction between the fuel and the tank.

The forming effects along with strain rate, actual material properties and weld effects have been found to be very critical for accurate prediction of crash responses especially the prediction of local deformation. As a result, crash safety engineers started to consider these factors in crash models to improve the accuracy of CAE prediction and reduce prototype testing. The techniques needed to incorporate forming simulation results, including thickness change, residual stresses and strains, in crash models have been studied extensively and are well known in automotive CAE community. However, a challenge constantly faced by crash safety engineers is the availability of forming simulation results, which are usually supplied by groups conducting forming simulations. The forming simulation results can be obtained by either using incremental codes with actual stamping processes or one-step codes with final product information as a simplified approach.

Hydroformed components are replacing stamped parts in automotive frames and front end and roof structures to improve the crash performance of vehicles. Due to the increasing application of hydroformed components, a better understanding of the crash behavior of these parts is necessary to improve the correlation between full-vehicle crash tests and FEM analysis. Accurately predicting the performance of hydroformed components will reduce the amount of physical crash testing necessary to develop the new components and new vehicles as well as reduce cycle time. Virgin material properties are commonly used in FEM analysis of hydroformed components, which leads to erroneous prediction of the full-vehicle crash response. Changes in gauge and material properties during the hydroforming process are intuitive and can be reasonably predicted by using forming simulations. The effects of the forming process have been investigated in the FEA models that are created for crash analyses.

Macroscopic constitutive behaviors of aluminum 5052-H38 honeycombs under dynamic inclined loads with respect to the out-of-plane direction are investigated by experiments. The results of the dynamic crush tests indicate that as the impact velocity increases, the normal crush strength increases and the shear strength remains nearly the same for a fixed ratio of the normal to shear displacement rate. The experimental results suggest that the macroscopic yield surface of the honeycomb specimens as a function of the impact velocity under the given dynamic inclined loads is not governed by the isotropic hardening rule of the classical plasticity theory. As the impact velocity increases, the shape of the macroscopic yield surface changes, or more specifically, the curvature of the yield surface increases near the pure compression state.

The frame rail has an impact on the crash performance of body-on-frame (BOF) and uni-body vehicles. Recent developments in materials and forming technology have prompted research into improving the energy absorption and deformation mode of the frame rail design. It is worthwhile from a timing and cost standpoint to predict the behavior of the front rail in a crash situation through finite element techniques. This study focuses on improving the correlation of the frame component Finite Element model to physical test data through sensitivity analysis. The first part of the study concentrated on predicting and improving the performance of the front rail in a frontal crash [1]. However, frame rails in an offset crash or side crash undergo a large amount of bending. This paper discusses appropriate modeling and testing procedures for front rails in a bending situation.

Spot weld is the primary joining method to assemble the automotive body structure. In any crash events some separation of spot-welds can be expected. However, if this happens in critical areas of the vehicle it can potentially affect the integrity of the structure. It will be beneficial to identify such issues through CAE simulation before prototypes are built and tested. This paper reports a spot weld modeling methodology to characterize spot weld separation and its application in full vehicle crash simulation. A generalized two-node spring element with 6 DOF at each node is used to model the spot weld. Separation of spot welds is modeled using three alternative rupture criteria defined in terms of peak force, displacement and energy. Component level crash tests are conducted using VIA sled at various impact speeds to determine mean crush load and identify possible separation of welds.

The front rail plays a very important role in vehicle crash. Trigger holes are commonly used to control frame crush mode due to their simple manufacturing process and flexibility for late changes in the product development phase. Therefore, a study, including CAE and testing, was conducted on a production front rail to understand the effects of trigger hole shape, size and orientation. The trigger hole location in the front rail also affects crash performance. Therefore, the effect of trigger hole location on front rail crash behavior was studied, and understanding these effects is the main objective of this study. A tapered front rail produced from 1.7 mm thick DP600 steel was used for the trigger hole location investigation. Front rails with different trigger spacing and sizes were tested using VIA sled test facility and the crash progress was simulated using a commercial code RADIOSS. The strain rate, welding and forming effects were incorporated in the front rail modeling.

The conversion between cast aluminum lower control arms (LCAs) and stamped steel LCAs has prompted the need for new LCA designs to achieve parallel levels of performance. Component tests procedures and CAE modeling methodologies need to be utilized to assess future LCA designs across a variety of vehicle lines to meet or exceed performance criteria. Therefore the overall goal of this study was to develop a standardized test procedure to test the stiffness, deformation and strength of LCAs. In addition, CAE modeling methodologies to better model LCAs will be developed. The test procedures and CAE modeling methodologies would then be used to set performance targets for future LCA designs. To standardize the LCA test procedure, component test fixtures were developed in this work. The objective of the fixtures is to test LCAs with similar boundary conditions they would experience in vehicle crash. Three different test modes are examined in this project.

Finite element models of cast aluminum and stamped steel lower control arms (LCAs) were created to simulate subsystem tests of LCA with bushings and brackets. Several modeling methods were used to simulate the dynamic responses of cast aluminum LCAs, and the advantages and disadvantages of each method are discussed. Factors that are essential for modeling stamped steel components found in previous studies [1, 2] including strain rate, forming, and welding effects are incorporated in the stamped steel LCA models. Difficulties in modeling LCAs subsystem, possible remedies, and further improvements are also discussed in this paper.

Spot welding is the primary joining method used for the construction of the automotive body structure made of steel. A major challenge in the crash simulation today is the lack of a simple yet reliable modeling approach to characterize spot weld separation. In this paper, an attempt has been made to develop a spot weld modeling methodology to characterize spot weld separation in crash simulation. A generalized two-node spring element with 6 DOF at each node is used to characterize the spot weld nugget. To represent the connection of the nugget with the surrounding plates, tied contacts are defined between the spring element nodes and the shell elements of the plate. Three general separation criteria are proposed for the spot weld that include the effects of speed and coupled loading conditions. The separation criteria are implemented into a commercially available explicit finite element code.

The authors have proposed a new formulation to characterize the mechanical properties of spot welds under dynamic loadings including separation. In this paper, the authors primarily discuss a systematic procedure to determine the parameters of the proposed spot weld model from test data using a Design of Experiment (DOE) approach and statistical analyses. All analysis pertaining to the spot weld modeling under impact loading has been performed using RADIOSS, a commercially available explicit FE crash solver. In this study, the spot weld connection was modeled using a two-node beam-type spring element with 6 DOF at each node, and the sheet metal was modeled using a four-node shell element. The main objective was to develop a spot weld modeling methodology that is accurate and robust enough to be used in a full vehicle model which is composed of hundreds of different parts and will be crashed under different test conditions.

For a body-on-frame (BOF) vehicle, the frame is the major structural subsystem to absorb the impact energy in a frontal vehicle impact. It is also a major contributor to energy absorption in rear impact events as well. Thus, the accuracy of the finite element frame model has significant influence on the quality of the BOF vehicle impact predictability. This study presents the latest development of the frame modeling methodology on the simulation of BOF vehicle impact performance. The development is divided into subsystem (frame sled test) and full system (full vehicle test). This paper presents the first phase, subsystem testing and modeling, of the frame modeling development. Based on the major deformation modes in frontal impact, the frame is cut into several sections and put on the sled to conduct various tests. The success of the sled test highly depends on whether the sled results can replicate the deformation modes in the full vehicle.

This study focuses on the modeling of a frame in a body-on-frame (BOF) vehicle to improve the prediction of vehicle response in crashes. The study is divided into three phases - component (frame material modeling), subsystem (frame sled test) and full system (full vehicle test). In the component level, we investigate the available strain rate data, the performance of various material models in crash codes and the effect of the strain rate in crash simulation. In the subsystem phase, we incorporate the strain rate modeling and expand the scope to include both the forming and the welding effects in the subsystem CAE model to improve the correlation between CAE and test. Finally the improved frame modeling methodology with strain rate, forming and welding effects is adopted in full vehicle model. It is found that the proposed frame modeling methodology is crucial to improve the pulse prediction of a full vehicle in crashes.

This paper presents an investigation into the behavior of spot-welded steel connections based on a DOE approach. This work is a part of spot-weld modeling methodology development work being performed at Ford. Control factors such as material, coating, gage size, and noise factors such as loading direction (angle), and speed are considered in this study. Different levels of each variable are included to cover a wide range of practical applications. The test methodology used to generate the responses for the spot-weld coupons have been discussed in a companion paper [1]. From the force-displacement curves obtained from the test, the responses such as peak force, displacement at peak force, and rupture displacement are identified. These responses are then statistically analyzed to identify the relative importance and effect of the design factors. Finally, response surface models are developed to determine responses across different levels of each variable.

Spot-welds are the primary joining methods for steel sheet metals used in the manufacturing of automobile body structure. Often the impact responses are significantly affected by the characteristic properties, such as stiffness, failure strength, etc of spot-welds. In view of this, understanding the behavior and the properties of spot-welds under static and impact loadings are critical for accurate CAE analysis of vehicle impact events. To this end, a comprehensive DOE based spot-weld testing has been undertaken by considering a wide variety of variables. The test data thus obtained were analyzed to determine the requisite mechanical properties of spot-welds as a function of the key variables such as gage, yield strengths, speed, etc. Spot-weld connections have been tested for gages ranging from 0.7 to 3.0 mm using a unique specimen configuration developed at Ford.