Automobile Bumper by Varying Materials To Control Energy Absorbtion
Automobile Bumper by Varying Materials To Control Energy Absorbtion
Automobile Bumper by Varying Materials To Control Energy Absorbtion
Abstract - Modern bumpers are made with a combination of materials. The first element is an impact absorbing spring
device, usually gas-filled cartridges which mount the front bumper to the chassis. This allows the bumper system to
absorb minor impacts without any damage.
Different impact attenuation systems in the vehicle were studied with emphasis on the bumper modeling, material
consideration shield made of steel, aluminum 2014, rubber, ABS, PVC, composite materials or smart material can
achieve the desirable properties such as low weight, high fatigue strength.
The combination of all above investigation gives better results output, high strength, cost and weight reduction
passenger safety, easily method to fabricated and manufacturing, experiment setup for crash analysis, better tools for
design and analysis, high strength with less weight material fended out that achieve 3 times speed higher than the speed
for which current conventional bumpers are designed to attenuate (i.e. 4 km/h).
Fig.2.1.1 shows the comparison of the average from impactor transfers to the vehicle. It means that in
longitudinal deflection among three bumpers made of steel and magnesium bumpers, reduction of impactor
different metals. The deflection was measured at the nodes velocity and increasing of vehicle velocity are lower than
located in the middle of the bumper horizontally. Point of aluminum bumper. It can be proved by above-mentioned
center of impact was assumed 445 mm above ground in impact laws. Another parameter to study is impact force.
this simulation according to the low-velocity impact To compare the differences among impact forces, the
standard for passenger cars, which gives a fixed value impactor inertia force in three states was defined as a
where most collisions occur. The separation point takes common criterion i.e. how the impactor decelerates due to
place at 0.072, 0.058 and 0.054 s, for aluminum, steel and the combined effects of the bumper and car. According to
magnesium, respectively. This may be seen in the Fig. 2.1.5, the impact force in aluminum bumper is the
deflection vs. time diagram in Fig. 2.1.1, where the lowest; meanwhile it applies in a longer time interval. This
deflections become constant. In all cases, the deflections phenomenon is due to lower rigidity of aluminum.
after impact do not become zero, because the plastic
deformation occurs in bumper system (beam and shock
absorber). The maximum deflection point also occurs at
0.037, 0.034 and 0.033 s; with the deflections 20.25, 16.47
and 15.51 mm, for aluminum, steel and magnesium,
respectively. Both phenomena are attributed to the
material stiffness. In the other words, the magnesium
stiffness is higher than the steel and the steel stiffness is
higher than the aluminum. Linear momentum is conserved
and since the impact phenomena almost always are with
losing energy, kinetic energy is not conserved. With
subtraction kinetic energy, after and before impact this
energy dissipated in the collision can be calculated. This
portion of kinetic energy of system converts to strain Fig. 2.1.2 Kinetic energy transfer in magnesium bumper.
energy due to elastic and plastic deformations that occur in
bumper system.
Fig. 2.1.5 Impact force in three case studies of bumpers. Fig. 2.2.1 Various aluminum bumper deflections.
Material
E
Ѕy (Mpa) (kg/m3)
(Gpa)
Aluminum
68.9 0.33 193 2720
3105-H18 Fig. 2.2.3 Kinetic energy transfer in aluminum 2024-T86 bumper.
Aluminum
73.1 0.33 248 2840
2219-T31
Aluminum
72.4 0.33 440 2780
2024-t86
Steel bare/EG-
207 0.3 584 7860
HF 80Y100T
III. EFFECT OF THICKNESS rigid structure. To study the effect of ribs on impact
PARAMETER ON BUMPER behavior, high-strength steel (Bare/EG-HF 80Y100T) with
584 MPa yield strength is chosen. Fig.6.2 clearly shows
Different bumper beam thickness made of high-strength how ribs can reduce deflections: 19% comparing
steel (Bare/EG-HF 80Y100T) with 584 MPa yield strength conditions of bumper with-ribs and without-ribs. As
were chosen to determine the effect of impact behavior. shown in this figure, this decrease is also noticeable in
This grade of steel can be used for roll forming and separation time of the without-ribbed bumper after a time
stamping of door-intrusion beams, bumper-reinforcement of 0.054 s, due to lower rigidity of the structure.
beams, and various seating components, such as tracks,
pillars, risers and towers Mechanical specifications of this
steel are shown in Table 2.1.1
Fig. 3.1 Effect of thickness on bumper deflection. Fig. 4.1 Ribs in vertical and horizontal direction.
REFERENCES
[1] Nader Abedrabbo and Robert Mayer (2009) “Crash
response of advanced high-strength steel tubes: Experiment
and model” Science Direct paper pp.1044-1057
[2] Xin Yang, Yong Xia, Qing Zhou, Pei-ChungWang and
KathyWang (2012) “ Modeling of high strength steel joints
bonded with toughened adhesive for vehicle crash
simulations” Science Direct paper pp.21-32
[3] Lawrence L. Hershman “THE U.S. NEW CAR
Fig.5.1 Impact force in two case studies of bumpers for passenger ASSESSMENT PROGRAM (NCAP):
effect. [4] PAST, PRESENT AND FUTURE” National Highway
Traffic Safety Administration
[5] Javad Marzbanrad , Masoud Alijanpour , Mahdi Saeid
Kiasat “Design and analysis of an automotive bumper beam
in low-speed frontal crashes” Science Direct paper 2009
[6] M. Anil Kumar Design and Analsis of Car Bumper By
Varying Materials and Speeds International Journal on
Recent Technologies in Mechanical and Electrical
Engineering (IJRMEE) ISSN: 2349-7947