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

Frequency Hz
Model Analysis ULSAB Structure with Screens
Frequency Response Functions, measured at the Body Corner Points
Power input by means of electrodynamic shakers at the Body Corner Points
4.4 Results and prediction
ULSAB Final Report
CAE was employed in the design and manufacture process to
predict physical confirmation and ensure that the concept would
meet established performance targets. Physical testing following
development was used to validate results generated earlier in the
process by CAE. In ULSAB’s case, CAE results were, in most
cases, predictive of the physical tests, as shown below.
Static analysis
torsional bending 1st body Mass (kg)
rigidity rigidity structure mode
(Nm/deg) (N/mm) (Hz)
CAE 20,347 20,543 60.3 212
Physical 20,800 18,100 60.1 203*
* natural range of variation ±1 percent
Measurement Points:
Body Corner Points
Driving Points:
Body Corner Points
Front Left
Front Right
Rear Left
Rear Right
Project: ulsabdh2
Test: ULSAB_DH2_ms
Date: 18-12-97
Vehicle: ULSAB DH2
Body in White with
The reliable correlation demonstrated (above) between CAE and
physical results for static analysis indicates that a similar
correlation would exist between CAE and physical crash results.
The disparity in the mass numbers exists because the CAE
model assumed constant thickness within each part; however,
actual stamped parts - thinned in the stamping process - exhibit
varying degrees of thickness throughout. Constant material
thickness assumed in the CAE model yielded mass numbers that
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