The optimization process with the target of minimum weight design of a foam-filled three-dimensional thin-walled S frame under the prescribed values of stiffness and energy absorption was formulated and solved. A distinctive feature of the present approach is that the response function is given as an analytical expression. Three design parameters were introduced in this study, which are the width of the column wall, gauge thickness, and the relative foam density. The sequential quadratic programming (SQP) was employed to find the optimum design variables and the necessary calculation can be completed within a few minutes. Comparing with the optimized empty S frames, about 75% increase in the specific energy absorption was achieved for the aluminum foam-filled S frames. All the analytical solution and the optimization results were verified with the confirmation runs made by commercial FE code PAM-CRASH. The error was within 6%. It was observed that least weight is achieved with a low relative foam density (of an order of 5%) and a thin gauge outer shell. Also, the crosssectional dimensions b  b are realistic from the packaging point of view (for example, 90 mm  90 mm). The present methodology can be used as a valuable tool in the early stage of crash-oriented car body design.

In this investigation, a combined experimental and computational approach with a Modified Mohr Coulomb (MMC) fracture criterion employing post-initiation element softening is used to simulate stable crack propagation under Mode I, Mode III and combined Mode I/III loading conditions. Results from the studies demonstrate that good correlation exists between the measured load-displacement and the numerically predicted response when the stiffness of the specimen fixture is included in the FE model. The numerical results were able to capture most of the experimentally observed features during crack propagation, such as through-thickness slant fracture, necking, tunneling and local specimen twist, thus confirming that the MMC criterion is suitable for predicting in-plane and out-of-plane tearing of sheets. It was found that in order to predict correctly the load-displacement curve as well as the fracture plane, different amount of softening is needed for Mode I and Mode III loading cases. This observation can be justified on the micro-mechanical level, while there is a competition between the mechanisms of dimple and shear fracture.

This paper addresses a design aspect of a front rail structure of an automobile body from the point of view of weight efficiency and energy absorption. Various ways of reinforcing the cross-section by an internal flange or diaphragm are investigated. The results are compared with a response of the empty square profile. Also, advantages of a full or partial internal reinforcing by means of aluminium foam of three different densities are assessed. It was shown through extensive numerical simulation that a diagonally positioned internal flange with suitable triggering dents can absorb four times more energy than a referred empty member. At the same time there is 3.4-fold increase in the specific energy absorption. Using the concept of foam filling with 3Mpa foam can still raise the above numbers to six and 3.67, respectively. The above results refer to extruded aluminium profiles.(2001) 'Effect of the cross-sectional shape on crash behaviour of a three dimensional space kame', Int.

In this investigation, a combined experimental and computational approach with a Modified Mohr Coulomb (MMC) fracture criterion employing post-initiation element softening is used to simulate stable crack propagation under Mode I, Mode III and combined Mode I/III loading conditions. Results from the studies demonstrate that good correlation exists between the measured load-displacement and the numerically predicted response when the stiffness of the specimen fixture is included in the FE model. The numerical results were able to capture most of the experimentally observed features during crack propagation, such as through-thickness slant fracture, necking, tunneling and local specimen twist, thus confirming that the MMC criterion is suitable for predicting in-plane and out-of-plane tearing of sheets. It was found that in order to predict correctly the load-displacement curve as well as the fracture plane, different amount of softening is needed for Mode I and Mode III loading cases. This observation can be justified on the micro-mechanical level, while there is a competition between the mechanisms of dimple and shear fracture.Public reporting burden for the collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington VA 22202-4302. Respondents should be aware that notwithstanding any other provision of law, no person shall be subject to a penalty for failing to comply with a collection of information if it does not display a currently valid OMB control number.