ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012

Accidental Car Impact Analysis And CFD Analysis Of Automotive

Mahesh Agnihotri1, Prof. Prashant Tulhe2, Amruta Chopade3, Ashtashil Bhambulkar4
1, 2

S S B Ts College of Engineering & Technology, Jalgaon 3,4 Research Scholar, V M I T , Nagpur

These identifications help us to simulate the process of accidents so as to be able to correct the security parameters of the crashed car-body according to the determined data.

Abstract- Nowadays, there are many software packages that make it easy to display and describe an imaginary idea in better quality and a better sense. Therefore, in this paper, car is designed using the software package ProE Wildfire 4.0. Designed car represent a new conceptual solution design. Initial design freeform sketches of imaginary car are presented too. After the modeling a car in mentioned software, the final analysis of impact due to accidents is done in ANSYS . Attention is given only to the external design of the car, while the interior is not modeled. Furthermore, using the software FLUENT, 2D analysis of the side contour of the vehicle was achieved, and possible correction of car geometry was made in purpose to improve the design in terms of reducing air resistance and improve aerodynamics. The aim of the project is to show how to perform a crashworthiness simulation in the automobile industry using Finite Element Method, whereby the presented methods are transferable to other kinds of crashworthiness simulations (rail vehicles, components of vehicles, airplanes, vans, etc.) Keywords: Ansys Workbence, Accidental Analysis, Impact Analysis, etc.

II. METHODOLOGY
For effective and efficient should have: Pre processor Solver Post processor FEM analysis the software

2.1 Pre Processors All the tasks that take place before the numerical solution process are called pre processing.The operation tobe carried out in this stage are Defining the geometry in computational form Defination of a mesh of nodes and elements to represent the geometry Defination of boundry conditions Application of boundry conditions Application of initial condition whenever necessary Defination of material and physical properties for groups of elements Application of controlled parameters for solver

I. INTRODUCTION
Nowadays, unfortunately we face the recent growth of road accidents caused by the never foreseen increase in the number of vehicles on the roads. Annually 1.2 million people die in car accidents around the world. Another hundred thousands people are injured, some of them became invalids for life. Because of the growing intensity of the traffic on the roads, it is essential to develop active and passive safety systems in the process of car body design in order to reduce the number of car-crash accidents. To be able to modify the vehicle safety systems, we need to identify in detail the circumstances, the process, and the results of accidents.

2.2 Solver Solver define the behaviour of a structure under a given set of boundry conditions and solves the equations as well.the solver reads the data that has been definied by the pre-processorand then carries the necessary numerical operations .

206

ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012 2.3 Post Processor Post processor is devoted to the display of the results ,with typical picture containing ,a section of computational mesh together with vector plots of stresses,contour plots of scalar variables such as intensity, or plots of the displaced shape of a structure when subject to load.

III. CFD INTRODUCTION

The K-epsilon model is one of the most common turbulence models. It is a two equation model that means, it includes two extra transport equations to represent the turbulent properties of the flow. This allows a two equation model to account for history effects like convection and diffusion of turbulent energy. The first transported variable is turbulent kinetic energy, . The second transported variable in this case is the turbulent dissipation, . It is the variable that determines the scale of the turbulence, whereas the first variable, , determines the energy in the turbulence. There are two major formulations of K-epsilon models (see References 2 and 3). That of Launder and Sharma is typically called the "Standard" K-epsilon Model. The original impetus for the K-epsilon model was to improve the mixing-length model, as well as to find an alternative to algebraically prescribing turbulent length scales in moderate to high complexity flows. As described in Reference 1, the K-epsilon model has been shown to be useful for free-shear layer flows with relatively small pressure gradients. Similarly, for wallbounded and internal flows, the model gives good results only in cases where mean pressure gradients are small; accuracy has been shown experimentally to be reduced for flows containing large adverse pressure gradients. One might infer then, that the K-epsilon model would be an inappropriate choice for problems such as inlets and compressors. To calculate boundary conditions for these models see turbulence free-stream boundary conditions.
Figure 3.1, Deformed Car body.

3.1 Defining a Static Analysis A static analysis calculates deformations, stresses, and strains on your model in response to specified constraints. A static analysis gives you certain information about your model. For example, a static analysis tells you if the material in your model will stand stress and if the part will break (stress analysis), where the part will break (strain analysis), and how much the shape of the model changes (deformation analysis). ANSYS automatically calculates all measures valid for a static analysis. Review the following guidelines before defining your static analysis: You must select one constraint set and one or more load sets to include in your analysis. If you do not select at least one load set, you may select a constraint set that includes an enforced displacement.

Following points are important when specifying loads and constraint sets for static analyses: If you delete a constraint or load set that you included in an analysis, you also delete that set from the analysis.

Even if you create a new set with the same name as the set you deleted, you must edit the analysis and reselect the set. Otherwise, you may invalidate the analysis and any design studies in which you included the analysis.

207

ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012 3.2 Mesh Nodes =43453 Element =21687
Table 3.1 Result of Applied Force from Front Side

Object Name Definition

Maximu Shea Total m Equivalent r Deformatio Principal Stress Stres n Elastic s Strain Maximu Equivalent Total Shear m (vonDeformatio Stres Principal Mises) n s Elastic Stress Strain

Type

Results 0. m 0. Pa 7494 0 Pa Maximu 3.271e-006 2.2326e+00 9602 m m 5 Pa 3 Pa Minimu m -7.1545e009 m/m 1.1168e006 m/m

Figure 3.2Meshed geometry of car

Structural Impact Analysis 3.3 CASE 1 Applied Force from Front Side

Figure 3.3 Applied Force from Front Side

Figure 3.4 Deformation Contour

208

ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012

3.4 CASE 2 Applied Force from One Side

Table 3.2 Result of Applied Force from one side

Object Name Definition Type

Figure 3.5 Von Mises Contour

Total Equivalent Deformation Stress

Maximum Principal Shear Stress Elastic Strain

Maximum Equivalent Total Principal (von-Mises) Shear Stress Deformation Elastic Stress Strain

Results Minimum 0. m 0. Pa 7.0826e+005 Pa 1.0736e-004 3.9112e+006 6.7647e+005 Maximum m Pa Pa -1.0041e007 m/m 1.2891e005 m/m

Figure 3.6 Shear stress Contour

Figure 3.7 Deformation Contour

Figure3.7 Applied Force from One Side

209

ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012

V. CFD ANALYSIS RESULTS AND CONCLUSION

Figure 3.8 Shear stress Contour Figure 5.1 Velocity Contour

Figure 3.9 Maximum Principal Elastic Strain Contour

Figure 5.2 Pressure Contour

IV. MATERIAL DATA

Table 4.1 640 GRADE Alloy Steel Structural Young's Modulus Poisson's Ratio Density Thermal Expansion Tensile Yield Strength Compressive Yield Strength Tensile Ultimate Strength Compressive Ultimate Strength Thermal Thermal Conductivity Specific Heat Electromagnetics Relative Permeability Resistivity 10000 7.7e-007 Ohmm 15.1 W/mC 480. J/kgC 1.93e+011 Pa 0.31 7750. kg/m 1.7e-005 1/C 2.07e+008 Pa 2.07e+008 Pa 5.86e+008 Pa 0. Pa

The idea of accidental car analysis was done and the analysis results shows exact locations of failure, the driver safety and other safety measures can be easily implemenented. On the basis of car model, computational fluid dynamics simulation using FLUENT software to visualize airflow around the car geometry was achieved. CFD analysis was achieved to see a critical places in geometry which are resulting in bad aerodynamics. Leading to the obtained results, redesign of the car geometry was made. Redesign in terms of increasing the angle between the hood and front windshield of car, and adding rear wing. These changes is resulting with better airflow around the car, and producing more down - force using the rear wing. Bigger amount of down - force is resulting with better stability of the car and increasing traction. Wings are very efficient aerodynamic add - in, because it creates lots of down force and thereby with small effect to increasing drag. It is established that in case of redesigned car geometry there is less turbulences behind the car and turbulent zone is cleaner.

210

ISSN 2249-6343 International Journal of Computer Technology and Electronics Engineering (IJCTEE) Volume 2, Issue 2, April 2012 REFERENCES
[1] [2] [3] Automotive Frame Optimization, Sao Paulo, Brazil, SAE Technical Paper Series No. 2003-01-3702, 2-8. Duncan, A.E., Goetchius, G., Gogate, S., 2003. Structure Borne NVH Basics, Traverse City, Michigan, SAE 2003 NVH Conference. Milad Mafi, "Investigation of Turbulence Created by Formula One Cars with the Aid of Numerical Fluid Dynamics and Optimization of Overtaking Potential", Competence Centre, Transtec AG, Tbingen, Germany, Virag, Zdravko, Lectures from course "Numerical methods" Luke Jongebloed, "Numerical Study using FLUENT of the Separation and Reattachment Points for Backwards - Facing Step Flow", Mechanical Engineering Rensselaer Polytechnic Institute, Hartford, Connecticut, December, 2008, Da Silva, M.M., de Oliveira, P., Ericson, L.G.S., Nesta, A.C., Varoto, P.S., 2003. An Experimental Investigation on the Modal Characteristics of an OffJurnal Mekanikal, December 2007

[4] [5]

[6] [7]

211