1) Group analyzed crashworthiness of a 1500 pickup truck through FE simulations of frontal impacts at 30 mph and 35 mph and an oblique 30 mph side impact. 2) Key results included barrier forces, displacements, velocities and accelerations which showed increased impact at higher velocity. Pole impact introduced most stress due to concentration. 3) Analysis provided understanding of FMVSS 208, NCAP tests and how vehicle and components absorb crash energy. Recommendations to improve model and validation were provided.

1. Group Project Presentation
Crash Analysis for 1500 Pick-up Truck
Members:
Yuyang Song ( bb0036)
Amitkumar joshi (dx7098)
Varun Kumar Karuna (dx6518)
Mohammed Fasidduin Shareef (dx6684)
Department of Mechanical Engineering
Wayne State University
Submitted to Professors Tawfik Khalil and Cliff Chou
In partial fulfillment of the requirements of:
ME 8020: Crashworthiness and Occupant Protection in Transportation Systems

2. Task
• Use FE analysis to identify the crashworthiness characteristics of vehicle
• To perform the following simulations for 80-100 ms:
a) 30 mph barrier head-on impact - FMVSS 208 simulation and compare with
any available NHTSA tests
b) 35 mph barrier head-on impact- NCAP simulation and compare with any
available NHTSA tests and with simulation (a)
c) 30 mph into 30 degree oblique barrier impact on left side - FMVSS 208
simulation and compare with results from simulation (a)
d) 30 mph impact into center frontal pole, and compare with simulation (a)
• In all cases, determine overall vehicle deformations every 15 ms, the crash pulse,
barrier force, structural deformation fore and aft engine and compare with
available crush space, and check for intrusion into occupant space
• Analyze all data and discuss its implication to occupant protection
08/04/13 KHALIL 2

3. GM C1500 Pickup Truck Model

4. FE Model Static Data
Total No of Nodes:72771
Total No of Element = 54800
Velocity=13.4X103
mm/s (for 30mph case)
Contact definition: Single Surface Automatic
Contact for all components.
Total Mass of model = 2089 kg
Total Energy should be:
E=1/2*M*V*V=1.80E+8
For 35mph
E=2.50E+8

5.  A rigid wall is created such that there is a complete contact of the wall and the
car. Car has the initial velocity of 30mph
 Single surface Contact has been defined for all the components of the car.
 Pre-processor – Hyper mesh 8.0
 Solver – LS-Dyna.
 Post-Processor - LS-pre Post.
 The basic aim of the analysis would be to see the effects of crash on the
passenger compartment.
 Simulation Time = 0.1 sec.
 Total Wall Clock time for run = 4Hr
Case1 30mph front barrier impact

7. Barrier force

8. Crash displacement

9. Velocity curve

10. Global Acceleration

11. Crash process analysis

12. Crash process

13.  A rigid wall is created such that there is a complete contact of the wall and the
car. Car has the initial velocity of 35mph
 Single surface Contact has been defined for all the components of the car.
 Pre-processor – Hyper mesh 8.0
 Solver – LS-Dyna.
 Post-Processor - LS-pre Post.
 The basic aim of the analysis would be to see the effects of crash on the
passenger compartment.
 Simulation Time = 0.1 sec.
 Total Wall Clock time for run = 4Hr
Case2 35mph front barrier impact

15. Barrier force

16. Crash displacement

17. Velocity curve

18. xacceleration

19. Crash process analysis

20. Crash Process

21.  A rigid wall is created such that there is a complete contact of the wall and the
car. Car has the initial velocity of 30mph,the wall is rotated to 30degree on the
left side of the bumper
 Single surface Contact has been defined for all the components of the car.
 Pre-processor – Hyper mesh 8.0
 Solver – LS-Dyna.
 Post-Processor - LS-pre Post.
 The basic aim of the analysis would be to see the effects of crash on the
passenger compartment.
 Simulation Time = 0.1 sec.
 Total Wall Clock time for run = 4Hr
Case3 30mph30degree offset impact

22. 30mph 30degree Energy Balance

23. Barrier force

24. Crash displacement

25. Velocity curve

26. acceleration

27. Crash process analysis

28. Crash Movies

29.  A rigid wall is created such that there is a complete contact of the wall and the
car. The rigid wall has a cylinder shape, which has a radius of 350mm, length of
2000. Car has the initial velocity of 30mph,the rigid wall is put in the central
front of the bumper
 Single surface Contact has been defined for all the components of the car.
 Pre-processor – Hyper mesh 8.0
 Solver – LS-Dyna.
 Post-Processor - LS-pre Post.
 The basic aim of the analysis would be to see the effects of crash on the
passenger compartment.
 Simulation Time = 0.1 sec.
 Total Wall Clock time for run = 4Hr
Case4 30pmh central pole impact

30. Energy balance for pole impact

31. Barrier force

32. Velocity Curve

33. Crash Displacement

34. acceleration

35. Crash process analysis

36. Crash movie

37. Barrier force comparison

38. Displacement Comparison

39. velocity comparison

40. Summary of the project:
• The barrier force for the pole is the highest between these four
models, because the rigid wall is flat and the pole introduce stress
concentration
•The displacement for the 35mph is the highest, because of the
velocity, which gives more crash for the occupant
• Analysis has been completed and studied for different crash
analysis.
• Proper understanding of the crashworthiness of a vehicle and
individual components was thoroughly understood.
• FMVSS 208, NCAP, Pole were understood properly and used in
the simulations.

41. Improvements Recommended:
• For the comparison of the experiment and
simulation, physical parameter for the simulation
should be set based on the reality.
• The connection of different materials in the
model should be set correctly.
• The material properties should be properly
defined to the related components.

42. References
• Ying Yang, Guangyao ZhaoJianwei Di “Analysis of Vehicle’s Frontal Crash Based on
Structures’ Section Forces” the World of Car, 2001, 11: 12-13.
• Ahmed Elmarakbi, Khaled Sennah; Magdy Samaan, and Praveen Siriya, “Crashworthiness
of Motor Vehicle and Traffic Light Pole in Frontal Collisions” JOURNAL OF
TRANSPORTATION ENGINEERING © ASCE / SEPTEMBER 2006 / 733.
• Witteman, Willibrordus J , “Improved Vehicle Crashworthiness Design by
Control of the Energy Absorption for Different Collision Situations”
Eindhoven : Technische Universiteit Eindhoven, 1999.
• Dr. Khalil’s Class lectures and LS Dyna Manual.

43. Acknowledgement
We would like to thank Dr.Khalil and Dr. Cliff Chou for their
support and guidance in making this course informative and
interactive.
Special thanks should given to T.J. Flemings for the help on
the simulation.