Crashworthiness simulation of composite automotive structures

In 1990 the Automotive Composites Consortium (ACC) began the investigation of crash worthiness simulation methods for composite materials. A contract was given to Livermore Software Technology Corporation (LSTC) to implement a new damage model in LS-DYNA3D TM specifically for composite structures. This model is in LS-DYNA3D TM and is in use by the ACC partners. In 1994 USCAR, a partnership of American auto companies, entered into a partnership called SCAAP (Super Computing Automotive Applications Partnership) for the express purpose of working with the National Labs on computational oriented research. A CRADA (Cooperative Research and Development Agreement) was signed with Lawrence Livermore National Laboratory, Oak Ridge National Laboratory, Sandia National Laboratory, Argonne National Laboratory, and Los Alamos National Laboratory to work in three distinctly different technical areas, one of which was composites material modeling for crash worthiness. Each Laboratory was assigned a specific modeling task. The ACC was responsible for the technical direction of the composites project and provided all test data for code verification. All new models were to be implemented in DYNA3D and periodically distributed to all partners for testing. Several new models have been developed and implemented. Excellent agreement has been shown between tube crush simulation and experiments.

[1]  R. Hill.  The mathematical theory of plasticity , 1950 .

[2]  F. Chang,et al.  A Progressive Damage Model for Laminated Composites Containing Stress Concentrations , 1987 .

[3]  Howard L. Schreyer,et al.  A thermodynamically consistent framework for theories of elastoplasticity coupled with damage , 1994 .

[4]  J. C. Simo,et al.  Strain- and stress-based continuum damage models—I. Formulation , 1989 .

[5]  Sanjay Govindjee,et al.  Anisotropic modelling and numerical simulation of brittle damage in concrete , 1995 .

[6]  Dusan Krajcinovic,et al.  Damage model for brittle elastic solids with unequal tensile and compressive strengths , 1994 .

[7]  David W. Murray,et al.  Nonlinear Finite Element Analysis of Steel Frames , 1983 .

[8]  H. Schreyer.  Continuum Damage Based on Elastic Projection Operators , 1995 .

[9]  Thomas J. R. Hughes,et al.  Nonlinear Dynamic Finite Element Analysis of Shells , 1981 .

[10]  Richard A. Jeryan,et al.  CRASHWORTHINESS OF A PRODUCTION VEHICLE INCORPORATING A FIBERGLASS-REINFORCED COMPOSITE FRONT STRUCTURE , 1997 .

[11]  W. Weibull.  A Statistical Distribution Function of Wide Applicability , 1951 .

[12]  F. J. Mello,et al.  Modeling the Initiation and Growth of Delaminations in Composite Structures , 1996 .

[13]  Jerry I. Lin,et al.  Explicit algorithms for the nonlinear dynamics of shells , 1984 .

[14]  Michael Ortiz,et al.  A constitutive theory for the inelastic behavior of concrete , 1985 .

[15]  M. Watanabe,et al.  Numerical Crashworthiness Simulation of Automotive Structures and Components Made of Continuous Fiber Reinforced Composite and Sandwich Assemblies , 1991 .

[16]  Pierre Ladevèze,et al.  Damage Mechanisms Modeling for Ceramic Composites , 1994 .

[17]  J. C. Simo,et al.  Strain- and stress-based continuum damage models—I. Formulation , 1987 .

[18]  Pierre Ladevèze,et al.  A damage computational method for composite structures , 1992 .

[19]  Thomas J. R. Hughes,et al.  Nonlinear finite element analysis of shells: Part I. three-dimensional shells , 1981 .