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Modeling and Optimization of Tapered Rectangular Thin-walled Columns Subjected to Oblique Loading for Impact Energy Absorption

机译:倾斜矩形锥壁薄壁柱的冲击能量吸收建模与优化

摘要

Thin-walled column plays an important role for passenger safety during vehicle collision due to its ability to dissipate kinetic energy by deform in a controlled manner. In oblique impact scenario, crash force acting obliquely to the longitudinal axis of the thin-walled column causes to deform via a combination of axial and global bending which is unstable with an associated reduction in energyudabsorption. Tapered rectangular thin-walled column has been considered due to its ability to withstand oblique impact as effectively as axial impact. Hence, in this paper, numerical investigation has been carried out to optimize tapered rectangular thin-walled column to be used in design of energy absorption. There are two stages of research method adopted in this study. The initial stage was theuddeveloped and verification of the used finite element (FE) model. Model verification is the process of determining that a model implementation accurately represents the developer’s conceptual description of the model and its solution. In this study, experimental approach was not adopted due to several constraints and therefore FE model could not be validated by experimental. To make this study is reliable; the FE model was being verified by using validated model from literature. FE model was developed and validated based on Z. Ahmad FE model. Based on the verification process,uddeformation mode and energy absorption predicted by the developed FE model agree with the validated FE model. Energy absorbed for developed FE model is 1672J, while energy absorbed for validated model is 1676J. The percent different is 0.24% which is quite small value. Therefore, theuddeveloped FE model can be used for simulate crash response of thin-walled tube for this study. Figure 1 shows comparison of load-deflection response of both developed FE model and Z. Ahmad FE model. The second stage was the design optimization. The design objective was to maximize specificudenergy absorption (SEA) and the design variables were aspect ratio, tube thickness and length. The first stage of design optimization is to create design sample points. In this optimization scheme, full factorial design of experiment was used. Since there are three factors (design variables) and three levels for each factor, a total of 27 runs cover the spectrum of full factorial design. The design pointsudwill be representing the design variables. The design variables selected in this study are commonly used in other researches study that subjected to oblique loading. The tube thickness,t ranges from 1mm to 3mm, the aspect ratio,a (width/breadth) ranges from 0.5 to 2, the tube length,L ranges from 100mm to 300mm. Validated FE model was used to analyse the crash response based on the designudsamples. FEA results of SEA is obtained from the analyses and later will be used for constructing response surface model (RSM). RSM is employed to determine the value of design variables of the thin-walled tubes so as to maximize the SEA when impact occurs. The response is SEA (t,a,L) which is approximated using second order polynomial function. The approximation of the response then evaluated to check the fitness of the model to the true system. Based on the statistic parameters, it is shown that the adjusted coefficient of multiple determination (R2adj) does not differ much from the coefficient of multiple determination (R2), whereas the value of R2 is close to unity which indicates the fitness of the models. By using the approximation of the response function, the response surface of SEA is constructed with respect to design variables. RS model using quadratic polynomial function is given as equation (1) below. The optimal design is obtained by using the constrained nonlinear multivariable optimization algorithm provided by MATLAB. The result obtained was the tube thickness is 3mm, aspect ratio is 0.5, and the tube length is 300mm. This means that, in order to maximize energy absorption capability, tapered rectangular thin walled column should have 3mm thickness, aspect ratio of 0.5, and tube length of 300mm.
机译:薄壁立柱在车辆碰撞过程中起着乘客安全的重要作用,因为它具有通过以受控方式变形来耗散动能的能力。在倾斜冲击的情况下,倾斜作用于薄壁圆柱纵轴的碰撞力会通过轴向弯曲和整体弯曲的组合而变形,这是不稳定的,同时会降低能量吸收。考虑到锥形矩形薄壁柱,是因为它能够像承受轴向冲击一样有效地承受倾斜冲击。因此,本文进行了数值研究,以优化用于能量吸收设计的锥形矩形薄壁柱。本研究采用两个阶段的研究方法。初始阶段是开发并验证所使用的有限元(FE)模型。模型验证是确定模型实现准确代表开发人员对模型及其解决方案的概念描述的过程。在这项研究中,由于一些约束而未采用实验方法,因此有限元模型无法通过实验验证。使这项研究可靠; FE模型正在使用来自文献的经过验证的模型进行验证。基于Z. Ahmad FE模型开发并验证了FE模型。在验证过程的基础上,所开发的有限元模型预测的变形方式和能量吸收与验证后的有限元模型吻合。开发的有限元模型吸收的能量为1672J,而经过验证的模型吸收的能量为1676J。差异百分比为0.24%,这是一个很小的值。因此,本研究开发的有限元模型可以用于模拟薄壁管的碰撞响应。图1显示了已开发的有限元模型和Z. Ahmad有限元模型的载荷-挠度响应的比较。第二阶段是设计优化。设计目标是最大化比吸收率/ SEA,设计变量为长宽比,管厚度和长度。设计优化的第一步是创建设计样本点。在该优化方案中,使用了实验的全因子设计。由于存在三个因子(设计变量),每个因子具有三个级别,因此总共27次运行涵盖了全因子设计的范围。设计点 ud将代表设计变量。在这项研究中选择的设计变量通常在其他研究中受到倾斜载荷的影响。管的厚度t在1mm至3mm的范围内,长宽比a(宽度/宽度)在0.5至2的范围内,管的长度L在100mm至300mm的范围内。经过验证的有限元模型用于基于设计 udsamples分析碰撞响应。通过分析获得SEA的FEA结果,以后将用于构建响应面模型(RSM)。 RSM用于确定薄壁管的设计变量的值,以便在发生冲击时最大化SEA。响应为SEA(t,a,L),可使用二阶多项式函数近似。然后评估响应的近似值,以检查模型对真实系统的适用性。根据统计参数,可以看到调整后的多次确定系数(R2adj)与多次确定系数(R2)相差不大,而R2的值接近于1,表明模型的适用性。通过使用响应函数的近似值,相对于设计变量构造SEA的响应面。使用二次多项式函数的RS模型如下式(1)所示。通过使用MATLAB提供的约束非线性多变量优化算法来获得最佳设计。得到的结果是管的厚度为3mm,纵横比为0.5,管的长度为300mm。这意味着,为了最大化能量吸收能力,锥形矩形薄壁柱应具有3mm的厚度,0.5的纵横比和300mm的管长。

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