Vehicle Crash Analysis of Race Car Using LS-DYNA: J Rajesh, Metla Suresh
Vehicle Crash Analysis of Race Car Using LS-DYNA: J Rajesh, Metla Suresh
Vehicle Crash Analysis of Race Car Using LS-DYNA: J Rajesh, Metla Suresh
1. Introduction
1.1 Frontal Impact Test
The greatest was considered to be achievable through a new frontal impact test, more
representative of the impact conditions of car-to-car frontal impact and car-to-rigid wall
frontal impact. The accident studies indicated the importance of intrusion in the production
of fatal and serious injuries and demonstrated the importance of replicating, in the dynamic
test, the dynamics of structural deformations occurring in accidents. It quickly became
apparent that an offset impact into a deformable barren greatly improved the replication of
deformations in these accidents. A test program designed to enable the development of a test
procedure that would achieve the objectives.
The test program selected car-to-car impacts between three different vehicle models as the
baseline and compared car to barrier impacts against these baseline results. The initial
deformable barrier face was based on the mobile deformable barrier face. Previous research
had indicated that this was a reasonable representation of car-to-car impacts and that the
principal effects were not too sensitive to the actual stiffness of the deformable element.
Deformable barrier tests were performed at appreciable overlap, with both the initial barrier
face design and an alternative design with a second stiffer element behind the element used
in the initial design. Additional tests with a further revised barrier face design, incorporating
a wide bumper element ahead of the element used in the initial design, and tests at
appreciable speed were added following analysis of the results of the first phases of testing.
Correspondence
J Rajesh
M.Tech Student,
Department of Mechanical
Engineering Chirala,
Engineering College, Chirala Fig 1: Frontal impact crash test setup
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International Journal of Applied Research
1.2 Side Impact Test Crash energy is removed more slowly in a rollover crash -
Based on the most harmful event, side impact accounts for and the crash motion occurs over a much longer period of
25 percent of fatalities for passenger car and light truck time. A major difference between rollovers and planar
crashes. For passenger cars, side impact accounts for crashes is that rollovers generally occur at higher speeds. The
approximately 30 percent of the fatalities in passenger car complexity of rollover events make the characterization of
crashes. Likewise, side impact accounts for roughly 15 these accidents much more difficult than for planar crashes.
percent of light truck fatalities. Since the use of dynamic For planar crashes, delta-V has been widely accepted as a
Federal safety standards in side protection began, in recent measure of the crash severity. Techniques and computer
years occupant protection in side impact crashes has received analysis are available for estimating planar crash severity,
increasing interest. This interest comes from both the based on energy dissipation from the observed vehicle
consumers and the automotive industry. In comparison with damage or post-crash trajectory. There is no similar accepted
frontal collisions, the space between the occupants and the estimate for rollovers accident severity. Past studies of
intruding element in side crashes is extremely small. In rollover crashes suggest that the initial speed, number of
addition, the side impact crash occurs much more rapidly. quarter turns, extent of damage, and characteristics of the
Consequently, occupant protection in side crashes presents a tripping mechanism are significant accident parameters
challenge to engineers designing a vehicle for safety. which influence the severity of the occupant/vehicle
Significant research work, both theoretical and experimental interactions and the resulting outcome.
in nature, has been performed to characterize the safety The rollover stability factor is one half the vehicle’s track
performance of vehicles in side crashes. They found that width divided by the vehicle’s center of gravity height. The
these vehicles varied dramatically in their ability to protect rollover stability factor is now required on the window
the occupant in the struck car. They were able to identity a sticker of new vehicles to provide consumer information on
design parameter - the door effective padding thickness the relative risks of rollovers. This simple geometric static
(DEPTH) -that strongly correlated with occupant thoracic stability metric which does not consider the dynamics of the
injury potential. steering and suspension systems. The critical sliding velocity
is a measure of the minimum lateral velocity required to
initiate rollover, when the vehicle is in a tripping orientation.
It is determined by equating the vehicle kinetic energy prior
to a tripped impact to the potential energy required to raise
the vehicle cg above a critical pivot point.
3.1 Steel
Fig 8: shows Von mises stressat 14946N
From the above figure when the car is hitting the barrier, the 4. Sapuan S, Ham M, Ng KW, Woo KM, Ariffin CK, M.K.
stresses are to be analyzed i.e. the A, Baharudin BTHT, Faieza, AA, Supeni EE, Jalil
Maximum stress is 18.967 N/mm2 at element 299122 NAA. Design of Composite Racing Car Body for
Minimum stress is 4.615 e-16 N/mm2 at element Student Based Competition, Scientific Research and
282297. Essay. 2009; 4(11):1151-1162.
Generally von mises applies best to the ductile materials. 5. Siegler BP. The application of Finite Element Analysis
Here the car is hitting the barrier with a speed of 60 mile to Composite Racing Car Chassis Design. Sports
per hour i.e. 96 kmph. Engineering. 1999; 2(4):245-252.
6. Evin E, Tomas M. Comparison of Deformation
4. Conclusion Properties of Steel Sheets for Car Body Parts. Procedia
In this work two different types of analysis was done. Engineering, 2012; 48:115-122.
1. Static analysis
2. Frontal crash analysis
5. References
1. Eddington B, Gardner S, Heimbs S, Key J, Middendorf
P, Strobl F. Crash Simulation of an F1 Racing Car
Front Impact Structure, 7th European LS-DYNA
Conference, 2009.
2. Obradovic J, Boria S, Belingardi G. Lightweight design
and crash analysis of composite frontal impact energy
absorbing structures, Italy: University of Camerino,
2011.
3. LS-DYNA, Keyword User’s Manual, Version 970,
LSTC, 2003.
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