NUMERICAL ANALYSIS OF HYBRID METAL COMPOSITE CRASHBOX UNDER OBLIQUE IMPACT LOADING

• Main Author: Ridho Waskita, Bayu
• Format: Final Project
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/70169
• Institution: Institut Teknologi Bandung

Transportation is a critical aspect of the economic sustainability of a country. Land transportation was built to create a safe and ordered system. Therefore, in order to achive safe land transportation, crashworthiness as the vehicle's ability to withstand crush is needed to be implemented. The reference that can be used is Federal Motor Vehicle Safety Standard (FMVSS) Number 208. One form of crush condition that is defined in this standard is a frontal oblique crush, the condition for crush at an angle of ±30 degrees and speed of up to 48 km/hour. Another aspect that is also important is material selection of the crashbox which has been developed in the form of hybrid metal composites. With this background, the analysis of oblique loading and impact column made from hybrid metal composite become the topic of this research. The hybrid metal composites used is aluminum AA6063 T52 coated by unidirectional30 e-glass fiber-reinforced epoxy. This research uses nonlinear dynamic finite element analysis carried out in the form of parameter variations. Loading is simulated in quasi-static conditions under 1 mm/ms velocity. The parameter variations are crash angle, aluminum width, thickness, composite orientation, and crashbox height. Crash angle variations are from 0 to 30 with a 5-degree increment. Alumunium width variation are 8.33 mm, 12.5 mm, 25 mm, 50 mm, and 75 mm. Thickness variations are conducted on aluminum and composite. Alumunium thickness variations are 0.4 mm, 0.8 mm, 1.6 mm, 3.2 mm, and 6.4 mm. Composite thickness variations are 0.3 mm, 0.6 mm, 1.2 mm, 2.4 mm, and 4.8 mm. Composite orientation variations are [0], [30,-30], [45,-45], [60,-60], [90], and quasi-isotropic [0,90,45,-45]s. Height variations are 127 mm, 150 mm, 200 mm, and 250 mm. In crash angle variation, higher angle crushes give two different failure modes, axial and bending. The axial gives stable Specific Energy Absorption (SEA) results despite of crash angle increase. Bending gives decreasing SEA results by the higher crash angle. The transition angle from axial to bending mode is called the critical angle. The critical angle of the baseline model is 20o and has the lowest value at 30 degrees. The SEA performance of the crash box has the optimum value at an aluminum width variation of 50 mm, an aluminum thickness of 6.4 mm, a composite thickness of 4.8 mm, and Quasi Isotropic [0,90,45,-45]s orientation with the maintained 127 mm height. The association of all optimum variations gives the enhancement until 284.46% at 30o and postpones the critical angle by 29 degrees.