Vehicle Crash Can FEA Model Simulation and Validation With Experiment Data
Vehicle Crash Can FEA Model Simulation and Validation With Experiment Data
Vehicle Crash Can FEA Model Simulation and Validation With Experiment Data
Si Fe Mg Mn Cu Ti B Zn Al
0.44 0.22 0.48 0.016 0.003 0.007 0.001 0.01 Balance
Type Density (kg/mm3 ) Yield strength (GPa) Young’s modulus Poison ratio
(GPa)
Aluminium 6060-T6 MAT 24 2.7×10−6 0.24 59 0.33
Steel MAT 20 7.8×10−6 n/a 210 0.33
The crash can body is divided into five parts for mea-
surement and a nominal definition of each part is clarified
in Figure 6. The measurement for each part was conducted
four times and all the values were recorded in Table 5. The
average value is assigned to each wall as thickness for sim-
ulation and the minimum and maximum values are used
for tolerance sensitivity investigation illustrated in a later
section. Since the connecting fin and inside wall join two
walls on double-layer side, a small continuous thickness
increase occurs at both ends. As the thickness change is
Fig. 5. FEA model of crash can. in a very small scale, the fin thickness is assumed to be
constant and the thickness along the corner line adopts
neighbour value.
Max upper (J) Max lower (J) Max common (J) Max energy Max deviation
difference (J)
Case 1 22778.7 20877.1 21167.7 1611.0 7.6%
Case 2 18417.3 16801.7 17434.8 1615.6 9.3%
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