Dynamic analysis and improving crashworthiness of side impact beam for saloon type vehicles

Addis Ababa University Addis Ababa Institute of Technology School of Mechanical and Industrial Engineering Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicles Presented in Fulfillment of the Requirements for the Degree of Master of Science (Mechanical and Industrial Engineering) By: Bililign Amare Advisor: Dr.Ing Tamirat Tesfaye Co-advisor: Mr Araya Abera June, 2017 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 ACKNOWLEDGMENT First of all I want to express my enormous thank to the Almighty God for his creating good environment, continuous and priceless help to accomplish this study Next to God, I would like to express my sincere gratitude to my advisor Dr Tamirat Tesfaye for the continuous support of my research, for his patience, motivation, and immense knowledge I would also like to express my special gratitude to my co-advisor Mr Araya Abera for his guidance, support, critical comments, patience and engagement throughout the progress of the study Without them, this study could have not been completed I would also like to thank the school of Electrical and Computer Engineering for giving access to use their advance computer for FEM analysis This access was accomplished by the help of two dutiful men, Mr Behailu Mammo and Mr Fistum; that is why I would like to thank them a lot Last but not list, I would like to thank my family and my friends those who are always beside me and played a great role in the completion of this study I SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Abstract Side impact collision of vehicle is one of the awfully hazardous crashes causing injuries and death annually around the word In this paper, the most important parameters including material, geometry and rib arrangement were studied to improve the crashworthiness during vehicle-to-vehicle side collision In the side impact, the side door impact structure is responsible to absorb the most possible kinetic energy Different side impact structures are designed as alternative structure and are modeled with CAD software (CATIA V5) and then analyzed with FEM software (LS-DYNA with ANSYS R15) This research had taken the present geometry and material for side impact beam structure of Lifan-520 model as saloon car type The side impact collision structure analysis accomplished for different materials to compare the weight and impact behavior In this study, a side impact beam made of different materials and geometries were studied by impact modeling to determine the deflection, acceleration and energy-absorption behavior The mentioned characteristics were compared to each other to find appropriate material and geometry Finally, side impact beam with crossed rib arrangement (-type) and implication of Carbon/PEEK composite material having better specific internal energy absorption, more stable and acceptable deflection within a limited crumple zone are founded for improvement of crashworthiness Key Words: Crashworthiness, Energy Absorption, Maximum Deflection, Acceleration, Composite Materials II SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Table of Contents ACKNOWLEDGMENT I Abstract II List of Figures VI List of Tables VIII Chapter one 1 Introduction 1.1 Background 1.2 Crashworthiness 1.3 Crash Statistics 1.4 Basic Research Questions 1.5 Statement of Problems 1.6 Objective of the Study 1.6.1 General Objective: 1.6.2 Specific Objective: 1.7 Significance of the Study 1.8 Scope and limitation of the Study Chapter Two Literature Review 2.1 Related Work in side impact protection mechanism 2.2 Injury Criteria’s 2.2.1 Head Injury Criterion (HIC) 2.2.2 Thoracic Trauma Index (TTI) NHTSA/ Standard 2.3 2.3.1 Federal Motor Vehicle Safety Standard (FMVSS 214) 10 2.3.2 Insurance Institute for Highway Safety (IIHS), Side Impact Test Protocol 12 2.4 Requirements of side-Impact Beam 12 2.5 Collision Dynamic Modeling and Analysis Techniques 13 2.5.1 Finite Element Analysis 13 2.5.2 Various Crash Test 14 2.5.3 Test Methodologies 16 Energy Absorption in different materials 17 2.6 Factors on Energy Absorption of Composite Materials 17 Common Material used for Side Crash Structures 20 2.7 III SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Computer Aided Engineering (CAE) Tools used for Crash Analysis 20 2.8 2.8.1 Ls-Dyna 20 2.8.2 Msc Patran 21 2.8.3 Madymo 22 2.8.4 Easi Crash Dyna (ECD) 22 2.8.5 Easi-Crash Mad 22 2.9 Implicit and Explicit Philosophy 23 2.10 Common Element used in Crash FE Analysis 23 Chapter Three 24 Research Methods, Materials and Procedures 24 Modeling of side-impact Components 24 3.1 3.1.1 Modeling of Side Impact Beam 24 3.1.2 Side-impact Beam Supporter 25 3.1.3 Front -door Trim 25 3.1.4 Rear-door Trim 26 3.1.5 Assembly of side impact structure 26 3.2 Side Impacting Protocol Modeling 27 3.3 Designing of Impact Beams 29 3.4 Material for impact beam 31 3.5 Impact Mechanics 32 3.6 Specific Energy Absorption Es 34 3.7 Finite Element Modeling 35 Chapter Four 41 Result and Discussion 41 Deformation 42 4.1 4.1.1 Total Deformation of Present Material (Steel 1006) Beam 42 4.1.2 Total Deformation of Material One (Carbon/Epoxy) Beam 45 4.1.3 Total Deformation of Material Two (Carbon/PEEK) Beam 48 Acceleration 53 4.2 4.2.1 Acceleration of Present Material (Steel 1006) Beams 53 4.2.2 Acceleration of Material One (Carbon/Epoxy) Beams 54 4.2.3 Acceleration of Material Two (Carbon/PEEK) Beams 56 Internal Energy in Beam 60 4.3 4.3.1 IV Internal Energy of Present Material (Steel 1006) Beams 60 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 4.3.2 Internal Energy in Beam for Assignment of Material One (Carbon/Epoxy) 62 4.3.3 Internal Energy in Beam for Assignment of Material Two (Carbon/PEEK) 64 Chapter Five 69 Conclusion and Recommendation 69 5.1 Conclusion 69 5.2 Recommendation 70 5.3 Future Work 70 Reference 71 APPENDIX A -Material Properties/Specification 73 APPENDIX B Properties of Composite 75 APPENDIX C -Meshed Model 77 APPENDIX D Equivalent (Von-Mises) Stress 78 V SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 List of Figures Figure Crash Type Figure Fatality due to crash Figure FMVSS - 214 test procedure [17] 10 Figure Moveable Deformable Barrier (MDB) specifications [17] 11 Figure barrier face specifications [17] 11 Figure IIHS Test Configuration [14] 12 Figure Classification of various crash test used in testing 14 Figure Specific Energy of some materials [12] 17 Figure Flowchart for LS-DYNA explicit 23 Figure 10 Side Impact Beam 24 Figure 11 Side-impact Beam Supporter 25 Figure 12 Front -door trim 25 Figure 13 Rear-door Trim 26 Figure 14 Assembly of side impact structures 26 Figure 15 Side impact protocol NHTSA MDB 27 Figure 16 Alternative Geometry of impact beam 29 Figure 17 Flow chart of Explicit Dynamics 37 Figure 18 Total deformation in Steel 1006 beam a) Present Model b) Model One 42 Figure 19 Total deformation in Steel 1006 beam a) Model Two b) Model Three 43 Figure 20 Total Deformation on steel 1006 beams 44 Figure 21 Minimized Deflection due to inserting rib for steel beams 44 Figure 22 Total deformation in Carbon/Epoxy beam a) Present Model b) Model One 45 Figure 23 Total deformation in Carbon/Epoxy beam a) Model Two b) Model Three 46 Figure 24 Total Deformation on Carbon/Epoxy beams 47 Figure 25 Minimized Deformation due to inserting rib for Carbon/Epoxy beams 47 Figure 26 Total deformation in Carbon/PEEK beam a) Present Model b) Model One 48 Figure 27 Total deformation in Carbon/PEEK bean a) Model Two b) Model Three 49 Figure 28 Total Deformation on Carbon/PEEK beams 50 Figure 29 Minimized deflection due to inserting rib for Carbon/PEEK beams 51 Figure 30 The influence of modification of material and geometry on deformation 51 Figure 31 Influence of modification of material on deflection 51 Figure 32 Influence of modification of geometry on deflection 52 Figure 33 Summary of maximum deflection 52 Figure 34 Acceleration on Steel 1006 Beams 53 Figure 35 Maximum acceleration on steel 1006 beams 53 Figure 36 Minimized acceleration due to inserting ribs for steel beams 54 Figure 37 Acceleration on Carbon/Epoxy Beams 54 Figure 38 Maximum acceleration on Carbon/Epoxy beams 55 Figure 39 Minimized acceleration due to inserting ribs for Carbon/Epoxy beams 55 Figure 40 Acceleration on Carbon/peek Beams 56 Figure 41 Maximum acceleration on Carbon/PEEK beams 56 Figure 42 Minimized acceleration due to inserting ribs for Carbon/PEEK beams 57 Figure 43 The influence of material and geometry on acceleration 58 VI SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Figure 44 Comparison of modification of material on acceleration 58 Figure 45 Comparison of modification of geometry on acceleration 59 Figure 46 Summary influence of modifying material and geometry on acceleration 59 Figure 47 Internal energy in Steel 1006 beam a) Present Model b)Model One c)Model Two d) Model Three 60 Figure 48 Internal energy absorbed by steel 1006 beams 61 Figure 49 Specific Energy Absorption of steel 1006 beams 61 Figure 50 Internal energy in Carbon/Epoxy beam a) Present Model b)Model One c) Model Two d) Model Three 62 Figure 51 Internal energy absorbed by Carbon/Epoxy beams 63 Figure 52 Specific Energy Absorption of Carbon/Epoxy beams 63 Figure 53 Internal energy in Carbon/PEEK beam a) Present Model b)Model One c) Model Two d) Model Three 64 Figure 54 Internal energy absorbed by Carbon/PEEK beams 65 Figure 55 Specific Energy Absorption of Carbon/PEEK beams 65 Figure 56 The influence of modification of material and geometry on specific energy absorption 66 Figure 57 Influence of modification of material on specific energy absorption 67 Figure 58 Influence of modification of geometry on specific energy absorption 67 Figure 59 Summary of influence of modifying material and geometry on SEA 68 Figure 60 Equivalent Stress in Steel 1006 beam a) Present Model b) Model One c) Model Two d) Model Three 78 Figure 61 Equivalent Stress in Carbon/Epoxy beam a) Present Model b) Model One c) Model Two d) Model Three 79 Figure 62 Equivalent Stress in Carbon/PEEK beam a) Present Model b) Model One c) Model Two d) Model Three 80 VII SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 List of Tables Table Materials used in crash analysis 20 Table Bill of Materials 27 Table Calculation of total mass of the modeled MDB 28 Table Center of gravity and moment of inertia of MDB 28 Table Calculation of thickness for each concept 30 Table Meshed statistics for the parts of model 39 Table Conducted Analysis with material and model combination 40 Table Geometry Specification of models 41 Table Assigned materials for models 41 Table 10 Honey comb material property 73 Table 11 Aluminum Face Material Properties 73 Table 12 Carbon/Epoxy 40-60 Properties 73 Table 13 Carbon/PEEK 40-60 Properties 74 Table 14 Steel 1006 Properties 74 Table 15 Basic Properties of Fibers and matrix 74 Table 16 Meshed model and statistics for the parts of model 77 VIII SMIE AAIT AAU 2016/17 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle Present model_Steel 1006 Model Two_Steel 1006 Present model_Carbon/Epoxy Model Two_Carbon/Epoxy Present model_Carbon/PEEK Model Two_Carbon/PEEK 16000 14000 Model One_Steel 1006 Model Three_Steel 1006 Model One_Carbon/Epoxy Model Three Carbon/Epoxy Model One_Carbon/PEEK Model Three_Carbon/PEEK 12000 SEA [J/Kg] 10000 8000 6000 4000 2000 0 0.01 0.02 0.03 -2000 0.04 0.05 0.06 0.07 0.08 Time [s] Figure 56 The influence of modification of material and geometry on specific energy absorption 66 SMIE AAIT AAU 0.09 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 The influence of modification of material on specific energy absorption, SEA is summarized in the next column graph 16000 Steel 1006 Carbon/Epoxy Carbon/PEEK Maximum SEA [J/Kg] 14000 12000 10000 8000 6000 4000 2000 Present Model Model One Model Two Model Three Model Figure 57 Influence of modification of material on specific energy absorption The influence of modification of geometry on specific energy absorption, SEA is summarized in the next column graph 16000 Present Model Model One Model Two Model Three Maximu SEA [J/Kg] 14000 12000 10000 8000 6000 4000 2000 Steel 1006 Carbon/Epoxy Material Carbon/PEEK Figure 58 Influence of modification of geometry on specific energy absorption 67 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 The influence of modification of material and geometry on specific energy absorption, SEA is summarized in the next column graph From the previous discussions of SEA, influences of material and geometry modification are compared and discussed Now the whole resulted SEA on each geometry and their perspective material are summarized as shown in the next column graph 16000 14000 Maximum SEA [J/Kg] 12000 10000 8000 6000 4000 2000 Model with material Figure 59 Summary of influence of modifying material and geometry on SEA 68 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Chapter Five Conclusion and Recommendation 5.1 Conclusion In the design of automobile side-door impact beam, three major factors are usually considered First, the deflection of beam should be kept below 50 mm for occupant safety Second, the acceleration of impact beam during collision should not exceed 85 g for avoiding brain skull damage of occupant Third, the specific energy absorption of side impact beam should be kept high From the previous result and discussion the beam with cross-rib arrangement and material implication of Carbon/PEEK could fulfill crashworthiness requirements as compared with other models So it is selected as a new side door beam The improvements of new side door beam design are concluded as follows  The peak deflection of beam was decreased by 83 % from 111.6 mm to 18.7 mm due to the geometry and material modification From the point of side impact beam design requirement, it could be 62 % more safe  The acceleration of beam was decreased by 97 % from 765 g to 23 g From the point of side impact beam design requirement, it could be stable with 72.9 %  The specific energy absorption, SEA of beam was increased by 92 % from 1057 J/Kg to 13,425 J/Kg  In parallel, the weight of the beam was decreased by 82 % from 1.2026 Kg to 0.2161 Kg due to modification of material 69 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 5.2 Recommendation The properties of material and geometry have grate role on the deformation, acceleration and specific internal energy of side impact beam Specially, the properties of composite materials, such as high specific energy absorption, lightweight and high strength are attractive for the construction of lightweight and fuel efficient vehicle structures In this study the results of twelve alternative beams were discussed by combining four geometries and three materials and then they were compared and contrasted based on three major factors (deformation, acceleration and SEA) This study shows that side door beam with crossed rib arrangement (-type) and implication of Carbon/PEEK material has better performance than the present beam geometry and present material Finally, it recommended that the side impact beam with crossed rib arrangement (-type) and implication of Carbon/PEEK composite material are more suitable for vehicle side impact beam 5.3 Future Work Since improvement of crashworthiness factors are depend on material properties and geometries the following research areas are recommended for further study  Applying Carbon/PEEK material for other components, like impact beam support, trims and consecutive side door components  Applying other type of composite material which relatively cheaper than Carbon/PEEK for different ribbed arrangements  Varying material and thickness of rib and tube of impact beam  Conducting experimental test on the designed beam to check the accuracy of results  Doing on other types of rib geometry, orientation and arrangements  Re-analyzing the design by considering failure of the bonding between the beam tubes and ribs  Manufacturing could be expensive for ribbed beams, so other alternatives will figure out 70 SMIE AAIT AAU 2016/17 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle Reference [1] J Augenstein, injuries in near-side collisions, 1999 [2] https://www.daveabels.com/the-dangers-of-side-impact-collisions.html, Abels and Annes P.C personal Injury lawyers, [3] Ali Ghadianlou, Crashworthiness design of vehicle side door beams under low-speed pole side impact, 2013 [4] James Njuguna, The application of energy absorbing structures on side impact protection systems, Journal of computer Application in Technology, Volume 40, 200208, 2011 [5] Clinciu Mihai, Aspects of side impact with vertical cylinder obstacle, 2013 [6] Shalabh Yadav, Investigations into Dynamic Response of Automobile components during crash simulation, 2014 [7] Panagiotis Bazios, Design and study of door components for a two-seater electric vehicle in side impact conditions, 2015 [8] Javier Luzon-Narro, Innovative passive and active countermeasures for near side crash safety, 2010 [9] John Townsend, Modular door system for side impact safety of motor vehicles, 2002 [10] Sandeep Dalavi, Crashworthiness of car interior door trims in side impact, Journal of Engineering Science, and Innovative Technology, Volume 4, 145-157, 2015 [11] Gustavo Zini, Introduction to feasible innovations in side impact safety, eng., 2005 [12] Ashwin Sheshadri, Design and analysis of a composite beam for side-impact protection of occupants in a sedan, May 2006 [13] Federal Motor Vehicle Safety Standards (FMVSS) No.214 “Side Impact Protection Apr, 2017 [14] IIHS, Crashworthiness Evaluation Side Impact Crash Test Protocol (version III) April 2017 [15] George C Jacob, Energy Absorption in Polymer Composite Materials for Automotive Crashworthiness, 2000 [16] Olivier Billot, Pole Impact Test: Study of the Two Current Candidates Interims of Cost and Benefits for France, 2014 71 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 [17] Abdullatif K and Dhafer M., Development and Validation of a Us Side Impact Moveable Deformable barrier FE Model, 2010 [18] http://www.performancecomposites.com/carbonfibre/mechanicalproperties_2.asp , Mechanical Properties of Carbon Fibre Composite Materials, Fibre / Epoxy resin, January, 14, 2017 [19] http://www.lstc.com/products/ls-dyna Livermore Software Technology Corporation, Dec-19-2016 [20] http://www.boedeker.com/tecapeek.htm PEEK (PolyEtherEtherKetone) Specifications, Dec-10-2016 [21] http://www.matweb.com/search/GetMatlsByTradename.aspx?tn=PEEK, PEEK Technical Data Sheet, January, 16, 2017 [22] U.S Department of Transportation National Highway Traffic Safety Administration FMVSS No 216 Roof crush resistance [23] Shaik Shaheen , G Srinivasa Gupta , Design and Stress Analysis of Carbon-Epoxy Composite Rocket Motor Casing, International Journal of Innovative Research in Science, Engineering and Technology, Vol 4, Issue No:8, August 2015 72 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle APPENDIX A -Material Properties/Specification Table 10 Honey comb material property Property Density Young’s Modulus Poisson’s Ratio Yield Stress Elastic Modulus longitudinal Elastic Modulus Transverse Shear Modulus XY Shear Modulus XZ,YZ Honeycomb_245psi 8.3x10-11 t/mm3 68950 MPa 0.33 160 MPa 1020 MPa 340 MPa 434 MPa 214 MPa Honeycomb_45psi 2.62x10-11 t/mm3 68950 MPa 0.33 160 MPa 172 Mpa 57.2 MPa 145 MPa 75 MPa Table 11 Aluminum Face Material Properties Property Density Young’s Modulus Poisson’s Ratio Yield Stress Plastic Tang Hardening Modulus Hardening Parameter Aluminum 2024-T3 2.78x10-9 t/mm3 72400 MPa 0.33 345 MPa 777 MPa 0.5 Aluminum 5052-H34 2.68x10-9 t/mm3 70000 MPa 0.33 215 MPa 450 MPa 0.5 Table 12 Carbon/Epoxy 40-60 Properties Property Density Longitudinal Modulus Transverse Modulus Poisson’s Ratio in plane Poisson’s Ratio intralaminar Shear modulus in plane transverse modulus parallel to fiber direction Ply transverse modulus perpendicular to fiber direction Longitudinal tensile strength Longitudinal compressive strength Transverse tensile strength Transverse compression strength Shear strength Longitudinal Coefficient of Thermal Expansion Transverse Coefficient of Thermal Expansion 73 SMIE AAIT AAU Value 1580 Kg/m3 142.3 GPa 10.291 GPa 0.270 0.357 7.122 GPa 3.151 GPa 7.124 GPa 1.831 GPa 1.090 GPa 0.054 GPa 0.220 GPa 0.070 GPa -1.913x10-7 oC-1 1.999x10-5 oC-1 2016/17 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Table 13 Carbon/PEEK 40-60 Properties Property Density Longitudinal Modulus Transverse Modulus Poisson’s Ratio in plane Poisson’s Ratio intralaminar Shear modulus in plane transverse modulus parallel to fiber direction Ply transverse modulus perpendicular to fiber direction Longitudinal tensile strength Longitudinal compressive strength Transverse tensile strength Transverse compression strength Shear strength Longitudinal Coefficient of Thermal Expansion Transverse Coefficient of Thermal Expansion Value 1419 Kg/m3 148.101 GPa 12.500 GPa 0.290 0.4157 8.142 GPa 4.051 GPa 8.143 GPa 3.143 GPa 2.004 GPa 0.114 GPa 0.292 GPa 0.084 GPa -2.213x10-7 oC-1 1.899x10-5 oC-1 Table 14 Steel 1006 Properties Property Density Yield Strength Hardening Constant Haredining Exponent Strain rate constant Melting Temprature Shear Modulus Specific Heat Value 7896 Kg/m3 350 MPa 275 MPa 0.36 0.022 1538 0C 81.8 GPa 452 J/Kg Table 15 Basic Properties of Fibers and matrix Yong’s Tensile Poisson’s Density Modulus Strength ratio [GPa] [MPa] Carbon IM10 310 6964 0.270 Epoxy 8552 3.45 90 PEEK-Teca 18 184 74 SMIE Thermal Thermal Conductivity Expansion coefficient [W/K-m] Coefficient [1/0C] 1790 6.140 -0.7x10-6 0.350 1300 0.181 64.3x10-6 0.421 1450 0.230 82.13x10-6 [Kg/m3] AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle APPENDIX B Properties of Composite The property of composite can be estimated numerically by combining the fiber (f) and matrix (m) properties V is volume fraction, [23] Lamina Density, Longitudinal Young’s Modulus, Transverse Young’s Modulus = In-Plane Poisson’s Ratio, In-Plane Shear Modulus ( ) ( ) ⁄ ( ) ( ) ⁄ [ ] Intralaminar Shear Modulus ( ( ) ) ( ⁄ ) [ ] ⁄ Where 75 ( SMIE ) AAIT AAU 2016/17 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle Longitudinal Coefficient of Thermal Expansion Transverse Coefficient of Thermal Expansion √ + (1-√ ) (1+ ) Longitudinal Coefficient of Moisture Expansion, ( ) 10 Transverse Coefficient of Moisture Expansion ( 76 SMIE )[ AAIT √ ( √ √ ( AAU ) √ ) ] 2016/17 Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 APPENDIX C -Meshed Model Table 16 Meshed model and statistics for the parts of model Part Name Number of Number Element of Node Meshed Model MDB 39,537 16,801 Present Model 11,318 19,723 Model One 14,856 28,396 Model Two 17,292 30,006 Model Three 16,686 32,092 Beam Support 12,080 3,380 77 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 APPENDIX D Equivalent (Von-Mises) Stress Equivalent Stress in the Assignment of Present Material (Steel 1006) The equivalent stress of each impact beam when the Steel 1006 material assigned is shown in the next figures a) b) c) d) Figure 60 Equivalent Stress in Steel 1006 beam a) Present Model b) Model One c) Model Two d) Model Three 78 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Equivalent Stress in the Assignment of Material One (Carbon/Epoxy) The equivalent stress of each impact beam when the Carbon/Epoxy composite material assigned is shown in the next figures a) b) c) d) Figure 61 Equivalent Stress in Carbon/Epoxy beam a) Present Model b) Model One c) Model Two d) Model Three 79 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side-Impact Beam for Saloon type Vehicle 2016/17 Equivalent Stress in the Assignment of Material Two (Carbon/PEEK) The equivalent stress of each impact beam when the Carbon/PEEK composite material assigned is shown in the next figures a) b) c) d) Figure 62 Equivalent Stress in Carbon/PEEK beam a) Present Model b) Model One c) Model Two d) Model Three 80 SMIE AAIT AAU ... (Steel 1006) Beams 60 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side- Impact Beam for Saloon type Vehicle 2016/17 4.3.2 Internal Energy in Beam for Assignment of Material... impacts Side impact Rollover Impact Rear Impact Crash Type Figure Fatality due to crash SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side- Impact Beam for Saloon type Vehicle... disadvantage of impact testing This study applied this impact test with finite element analysis 16 SMIE AAIT AAU Dynamic Analysis and Improving Crashworthiness of Side- Impact Beam for Saloon type Vehicle