UltraLight Steel Auto Body - Final Report - American Iron & Steel ...

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ULSAB Final Report Analysis was set up as shown below. The maximum deformation image shows the deformed structure at event completion, which occurred at 86 msec. The crash pulse can be seen in the graph below. The table below lists the major events that occur during the simulation. Maximum intrusion into rear passenger compartment was 120 mm. Peak acceleration of the vehicle was approximately 14 gs. Maximum dynamic crush was approximately 650 mm. Rear moving barrier set up Rear moving barrier maximum deformation Rear moving barrier deceleration vs. time 35
36 Rear moving barrier simulation behavior TIME (MS) EVENTS 4 Initial folding of longitudinals rear 20 Spare tire contacts barrier 35 First buckling of crossmember rear suspension 40 Spare tire contacts crossmember rear suspension 48 Buckling of rear end rocker at connection to longitudinal rear 44 Buckling of crossemember rear suspension 52 Collapse of crossmember rear suspension 56 Buckling of front end of longitudinal rear 86 Maximum dynamic deformation This analysis shows that the structural integrity of fuel tank and fuel filler was maintained during the event, so no fuel leakage is expected. The spare tire tub rides up during impact, avoiding contact with the tank. Rear passenger compartment intrusion was restricted to the rear most portion of the passenger compartment, largely in the area behind the right rear seat. This result is due to good progressive crush exhibited by the rear rail. 50 KM/H EUROPEAN SIDE IMPACT (96/27 EG, WITH DEFORMABLE BARRIER) The conditions of the side impact analysis are based on a European Side Moving Barrier test that addresses injury criterion gathered from EUROSID side impact crash dummies. Automotive companies also specify goals for structural integrity and passenger compartment volume. The impacting barrier has a mass of 950 kg and contacts the vehicle at ninety degrees relative to the vehicle longitudinal axis. The velocity of the barrier is 50 km/hr at the time of impact. Analysis was set up as shown below. The maximum deformation image shows the deformed structure at event completion, which occurred at 64 msec. Side impact velocity versus intrusion can be seen in the graph below. The table below lists the major events that occur during the simulation. Maximum dynamic inboard displacement was 248 mm at the rear of the front door. Maximum velocity of the intruding structure was 8 m/sec. ULSAB Final Report
Page 2 and 3: UltraLight Steel Auto Body Final Re
Page 4 and 5: Contents Preface v Introduction vii
Page 6: Preface One of the challenges in re
Page 9 and 10: viii Validation Results During the
Page 12 and 13: 1.1 Benchmarking ULSAB Final Report
Page 14 and 15: 1.2 Design philosophy and architect
Page 16 and 17: ULSAB package drawing front view UL
Page 18 and 19: 1.5 Material selection The selectio
Page 20 and 21: Steel sandwich material was chose f
Page 22 and 23: ULSAB parts list Material Material
Page 24 and 25: ULSAB parts list (cont.) Material M
Page 26 and 27: 280 MPa 2.1 Materials 210 MPa ULSAB
Page 28 and 29: Tailored blank usage Tailored blank
Page 30 and 31: 2.2 Processes 2.1.3 Steel sandwich
Page 32 and 33: 2.2.2 Assembly laser welding Sheet
Page 34 and 35: 3.1 Early involvement 3.2 Tooling 3
Page 36 and 37: Floor complete assembly: the rear r
Page 38 and 39: ULSAB Final Report 3.5.2 Adhesive b
Page 40 and 41: 4.1 Validation 4.2 CAE Analysis 4.
Page 42 and 43: ULSAB Final Report All simulations
Page 44 and 45: ULSAB Final Report The offset barri
Page 48 and 49: ULSAB Final Report Side impact set
Page 50 and 51: 4.3 Physical testing ULSAB Final Re
Page 52 and 53: Frequency Hz Model Analysis ULSAB S
Page 54 and 55: 5. Economic Analysis Although light
Page 56 and 57: 5.3 Model scope 5.4 ULSAB results U
Page 58 and 59: 5.4.3 Investments 5.5 Sensitivity a
Page 60 and 61: Comparison of ULSAB with Year 2000

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